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k 


















64th Congress, ) HOUSE OF REPRESENTATIVES, j Report 
%d Session. j | No.1289. 


RIVER AND HARBOR APPROPRIATION BILL. 


January 13, 1917.—Committed to the Committee of the Whole House on the 
state of the Union and ordered to be printed. 


^ f * A'V'M-'* a 

Mr. Sparkman, from the ^Committee on Rivers and Harbors, sub¬ 
mitted the following 




REPORT. 

[To accompany H. R. 20079.] 


The Committee on Rivers and Harbors, having had under con¬ 
sideration House bill 20079, files the same and respectfully reports 
thereon, recommending that the bill do pass. 

The bill appropriates $38,167,339, all in cash, as there are no 
authorizations included, it being expected that the amounts appro¬ 
priated for each item will be sufficient to carry on the various works 
of improvement where appropriations are for that purpose, or to 
continue the maintenance of projects where maintenance is contem¬ 
plated, during the period from the 4th of March next to June 30,1918, 
by which time it is expected another measure will have been passed 
making further provision for the various uncompleted projects and 
those requiring maintenance until the end of the next fiscal year. 

The estimates submitted by the War Department for this bill 
amounted to $31,123,000, $25,200,400 of which were intended for 
works of improvement and partly for maintenance; $5,572,600 for 
maintenance alone; and $350,000 for examinations, surveys, and con¬ 
tingencies. By carefully going over these estimates in framing the 
bill reductions were made amounting to $2,059,500. At the same time 
there were several items of increase over the estimates aggregating 
$136,000, which leaves the amount for works of improvement upon 
old projects, for maintenance, and for examinations, surveys, and 
contingencies $29,199,500. A statement showing the total of the esti¬ 
mates, increases, and reductions is hereto appended. 

In addition to the items for work upon old projects and for the 
maintenance of those completed the committee included 81 new 
projects calling for amounts to complete aggregating $47,050,112, 
though the initial appropriation for those new projects amount only 











2 


\\ VO Yj 

RIVER AND HARBOR APPROPRIATION BIIX. 

' , p\ 

to $8,967,839, which, together with the items for old projects, make 
up the aggregate carried in the bill. 

These new projects were selected from a list of 167, with amounts 
estimated to complete totaling upward of $135,000,000, the most of 
them reported since the bill of 1913, which, with the exception of a 
few T included in the bill of 1916, was the last to carry new projects. 
This, with few exceptions, has been the longest period of time with¬ 
out the adoption by Congress of new T projects for the improvement 
of our waterways during the last half century. It also covers a 
period of great commercial growth and consequently a period during 
which the demands and necessity for waterway improvement have 
perhaps been more urgent than ever before in the history of the 
country. 

In face of the limitation placed upon us by present Treasury con¬ 
ditions, coupled with the fact that a large majority of the new proj¬ 
ects from which those in the bill were taken, are worthy, the com¬ 
mittee experienced considerable embarrassment in making selections, 
but it is believed that while many worthy projects have been neces¬ 
sarily omitted, the most urgent have been included in the measure. 
The others, however, or such of them as are worthy, can be included 
in the next or subsequent measures, and if the policy of annual bills is 
continued they will all receive consideration at a comparatively 
early date. 

It will be observed that the amount of the initial appropriations 
for these new projects is about one-fifth of that estimated to com¬ 
plete. But this does not imply that the appropriations for all of 
them will be made within five years of annual bills, though a large 
majority of them in number will be provided for somewhat short of 
that time, while a very few, the East River (New York) being 
among the number, will require a longer period, unless, as is possible, 
it should be found desirable to carry on the work upon these projects 
more rapidly than is now contemplated. 

It is a matter worthy of note that the last two years of river and 
harbor legislation lias shown a material decrease in the number of 
surveys ordered. While the bill of 1915, for instance, carried provi¬ 
sions for 209 surveys, that of 1916 only provided for 128, while this 
bill only contains 55 such provisions. All this would indicate that 
the necessities for waterway improvement are rapidly decreasing. 

Attention is also directed to the provision creating a commission 
composed of the Secretary of War, Secretary of the Interior, Secre¬ 
tary of Agriculture, and the Secretary of Commerce, together with 
three members of the Committee on Commerce of the Senate and a 
like number from among those elected to the Sixty-fifth Congress 
and who are members of the Committee on Rivers and Harbors of 
the present House, to investigate the feasibility and advisability of 
a more comprehensive system of river and harbor improvement for 
the purposes of navigation, and in connection therewith the develop¬ 
ment and regulation of interstate and foreign commerce, the coopera¬ 
tion of railways and waterways, the promotion of terminal and trans¬ 
fer facilities and sites, the drainage and reclamation of lands, the 
irrigation of arid lands, the protection against floods, the develop¬ 
ment and utilization of water power, the clarification of streams and 
the regulation of the flow thereof, the prevention of soil erosion, and 


D. Cf D. 
FEB 3 1917 


RIVER AND HARBOR APPROPRIATION BILL. 3 

(V- 

the storage and conservation of waters for agricultural, industrial, 
c municipal, and domestic uses, and to formulate and report to Con- 
' gress plans for the development of the waterways and water re- 
; sources of the United States for the purposes mentioned. There is 
j and has been for some time quite an insistent demand for not only 
^ a more comprehensive system of waterway development, but in 
connection therewith the development and conservation of all our 
water resources, such as flood protection, water-power development, 
the conservation of waters, etc., and, in the opinion of a majority of 
the committee, the time has arrived when such work should be under¬ 
taken. It is therefore to be hoped that the provision will meet the 
approval of the House, and that the commission appointed may 
formulate a broad and comprehensive plan to cover the purposes 
mentioned, one that will meet the necessities of the country and the 
approval of Congress. 

The committee also appends hereto such extracts from the report 
of the Chief of Engineers, United States Army, coupled with extracts 
from other reports in respect to items contained in the bill as are 
deemed essential to an understanding of its merits. 


Estimates for continuing improvement and for maintenance for 1917-18. 


Total of estimates for works of maintenance_$5, 572, 600 

Total of estimates for works of improvement and maintenance, to 

be carried in the river and harbor bill_ 25, 200, 400 

Estimates for examinations, surveys, and contingencies of rivers 
and harbors_ 350, 000 


Total of estimates for works of all kinds, to be carried in the 


river and harbor bill_ 31,123, 000 

ADDITIONS. 

Appomattox River_$45, 000 

Vermilion River_ 40, 000 

Channel from Aransas Pass to Corpus Christi- 15, 000 

Missouri River at St. Joseph- 25, 000 

Sacramento River- 10, 000 

Mokelumne River- 1, 000 

- 136,000 


31, 259, 000 

REDUCTIONS. 


Mattituck Harbor, N. Y- 

Matawan Creek, N. J- 

Alloway Creek, N. J- 

Cohansey River, N. J- 

Iron Pier in Delaware Bay_ 
Rockhall Harbor group, Md 

Potomac River- 

Cape Lookout, N. C- 

Sapelo Harbor, Ga- 

Alabama River- 

Tombigbee River- 

Louisiana waterways- 

Chefuncte River group- 

Vermilion River group- 

Indian River, Fla-:- 

Atchafalaya River, La- 


5,000 

3,000 

3. 000 
1, 000 

68, 000 

4, 800 
23, 000 

425. 000 
3, 500 
35, 000 
5,000 
3, 000 
2 , 000 
3,000 
6, 000 
10, 000 
































4 


RIVER AND HARBOR APPROPRIATION BILL 


Bayou Que de Tortue, La_ 

Bayou Bartholomew group, La_ 

S. W. Pass, Mississippi River_ 

Saline River, Ark_ 

Toledo Harbor, Ohio_ 

White Lake Harbor, Mich_ 

Frankfort Harbor, Mich_ 

Charlevoix Harbor, Mich_ 

Petoskey Harbor, Mich_ 

Ship channel connecting waters of Great Lakes_ 

Michigan City Harbor, Ind_ 

Osage River, Mo_ 

Gasconade River, Mo_ 

Mississippi River—Ohio River to Missouri River 

Columbia River above Celilo Falls_ 

Surveys _ 


Total of the bill 


$3, 000 
10, 000 
325, 000 
1, 500 
10, 000 
4, 500 



6,100 
2,100 
5,000 
99 , 000 
8, 000 
5, 000 
5, 000 
800, 000. 

——4^ 42, 059, 500 


T^§^H99, 500 


V\V\ 



V 


•I 

























EXTRACTS FROM THE REPORT OF THE CHIEF OF ENGINEERS, 
UNITED STATES ARMY, TOGETHER WITH EXTRACTS FROM 
OTHER REPORTS IN RESPECT TO ITEMS CONTAINED IN THE 
BILL, THE SAME BEING PART OF THE MAJORITY REPORT. 


CONTINUING CONTRACTS. 


The “ continuing contract ” provision was first introduced in the 
river and harbor act of 1890, applying to but five items in that act, 
but to increasing numbers in succeeding bills, excepting the act of 
1894, which contained no such provision. 

The amount yet to be appropriated for contracts authorized by 
previous acts is $11,848,579.48. But, as some of the projects for which 
these provisions were made have been completed for less than the 
original estimated cost, it will not be necessary to appropriate more 
than $2,500,000 of the balances unappropriated. 

In the past 18 years there have been 9 general and 8 emergency 
river and harbor acts, making provisions as follows: 


1896—Appropriations_ 

Contracts authorized 


$12, 659, 550 
59, 616, 405 


1899— Appropriations_ 

Contracts authorized_ 

1900— Appropriation (emergency) 

1902—Appropriations_ 

Contracts authorized-_ 

1904— Appropriation (emergency) 

1905— Appropriations- 

Contracts authorized- 

1907—Appropriations_ 

Contracts authorized_ 

1909— Appropriation (emergency) 

Contracts authorized_ 

1910— Appropriations_ 

Contracts authorized_ 

1911— Appropriations_ 

Contracts authorized_ 

1912— Appropriations_ 

Contracts authorized_ 

1913— Appropriations___ 

Contracts authorized- 

1914— Appropriations- 

1915— Appropriations_ 

1916— Appropriations__ 

Contracts authorized_ 


15, 841, 841 
21, 548, 324 


26, 771, 442 
38, 586,160 


18,181, 875 
17,184, 657 


37,108, 083 
49, 954, 349 


9, 435, 750 
635, 875 


41, 327, 238 
10, 618, 605 


31, 028, 419 
13,101, 645 


31, 059, 370 

2, 200, 000 


41, 073, 094 
6, 795, 800 


40, 598,135 
2, 287, 950 


$72, 275, 955 

37, 390,165 
560, 000 

65, 357, 602 
3, 000, 000 

35, 366, 532 

87, 062, 432 

10, 071, 625 

51, 945, 843 

44,130, 064 

33, 259, 370 

47, 868, 894 
20 , 000 , 000 
25, 000, 000 

42, 886, 085 








































6 


RIVER AND HARBOR APPROPRIATION BILL. 


Appropriations in all acts, for river and harbor improvements, 
during the years named have been as follows: 


1896—River and harbor act 
Sundry civil act_ 


$12, 659, 550 
3, 284, 597 


1897—Sundry civil act_ 19,121, 412 

Deficiency acts_ 1, 450, 000 


1898—Sundry civil act_ 14, 061, 613 

Deficiency act_ 100, 000 


1899—River and harbor act_ 15,841,841 

Sundry civil' act_ 8, 918,197 


1900—River and harbor act_ 560, 000 

Sundry civil act_ 15, 725, 605 


1901— Sundry civil act_ 

1902— River and harbor act_ 26,771,442 

Sundry civil act_ 5, 768, 757 


1903— Sundry civil act_ 

1904— River and harbor act_ 3,000,000 

Sundry civil act_ 7, 872, 200 


1905—River and harbor act_ 18,181, 875 

Sundry civil act_ 10, 544,132 


1906— Sundry civil act_ 

1907— River and harbor act_ 37,108,083 

Sundry civil act_ 6, 392, 730 


1908— Sundry civil act_ 

1909— River and harbor act_ 9, 435, 750 

Sundry civil act___ 19, 754, 514 


1910—River and harbor act_ 41, 327, 238 

Sundry civil act___ 8, 051, 428 


1911—River and harbor act_ 23, 855, 342 

Sundry civil act_ 7, 028, 077 


1912—River and harbor act_ 31,059,370 

Sundry civil act_ 9, 500, 250 


1913—River and harbor act_ 41,073,094 

Sundry civil act- 10, 045, 795 


1914—River and harbor act_ 20,000,000 

Sundry civil act-^_ 6, 998, 500 


1915—River and harbor act_ 25, 000, 000 

Sundry civil act- 3,982,000 


1916—River and harbor act_ 40,598,135 

Sundry civil act- 1, 482, 800 


$15, 944,147 
20, 571, 412 
14,161, 613 
24, 760, 038 

16, 285, 605 
7, 046, 623 

32, 540, 199 
20, 228, 150 

10, 872, 200 

28, 726, 007 

17, 254, 050 

43, 500, S13 

18, 092, 945 

29, 190, 264 
49, 378, 666 

30, 883, 419 
40, 559, 620 
51,118, S89 
26, 998, 500 
28, 982, 000 
42, 0S0, 935 


The annual expenditures for river and harbor improvements since 
1805, as stated in the annual reports of the Chief of Engineers, have 
been as follows: 


1896 _$17,039,731.00 

1897 _ 13, 461, 395. 00 

1898 _ 17.161, 799. 00 

1899 _ 15,167, 294. 00 


1900 -$18, 671, 340. 00 

1901 - 19,621,227.00 

1902 - 15, 301,148. 00 

1903 - HS, 251, 217. 00 


































































RIVER AND HARBOR APPROPRIATION BILL. 


7 


1904 -$23, 843, 304. 86 

1905 - 24, 648, 697. 00 

1906 - 24,115, 597. 00 

1907 - 23, 092, 070. 00 

1908 - 28, 251, 972. 00 

1909 - 36, 753, 285. 00 

1910 - 29, 685, 583. 00 


1911 ___$32, 457, 012. 00 

1912 - 35, 643, 918. 00 

1913 - 40, 953, 568. 09 

1914 _ 49. 320, 425. 55 

1915 - 43,771,509.76 

1916 _ 34, 846, 496. 10 


TENANTS HARBOR, ME.-NEW PROJECT. 

Abstract from the reports of the Board of Engineers and the Chief 
of Engineers, printed in Rivers and Harbors Committee Document 
No. 12, Sixty-second Congress, third session: 

Tenants Harbor, Me., is located on the west side of the entrance to Penobscot 
Bay, about 10 miles south of Thomaston. The village of Tenants, which has a 
population of about 600, is located at the head of the harbor, about 1 mile from 
the entrance. It is connected with Thomaston by a wagon road. The lower 
part of the harbor has ample depth, hut it shoals as the village is approached, 
there being about 8 feet of water at mean low tide at the city dock. The im¬ 
provement desired is an increase in depth, so as to accommodate vessels of 
about 15 feet draft, and for this purpose an additional depth of 8 feet or a 
total of 16 feet at mean low water is desired. 

There is tributary to the village of Tenants a population of about 1,200, 
making a total permanent population of about 1,800 affected by transportation 
conditions in the harbor. This number of persons is increased about 1,500 
during the summer. It is stated that the commerce affected amounts to about 
48,000 tons, principally of cut stone, paving stone, lime, and coal. The draft of 
the vessels engaged in general traffic averages about 15 feet. A regular pas¬ 
senger steamer touches at this harbor, but having a greater depth than is 
available at low tide, she is scheduled to stop only when tidal conditions will 
permit. It appears from the communications received that it is very important 
that the regular steamers can enter and depart at all tides, it being claimed 
that general business, as well as summer traffic, would be greatly increased 
thereby. 

* * * * * ❖ * 

Recommendation of the Chief of Engineers: 

I concur with the views of the Board of Engineers for Rivers and Harbors, 
and therefore, in carrying out the instructions of Congress, I report that the 
improvement by the United States of Tenants Harbor, Me., is deemed advisable 
so far as to secure an available channel depth of 15 feet and a channel width 
of 375 feet, at an estimated cost of $12,500 for first construction. 

No work has been done heretofore on this project. 

WILLS STRAIT, CASCO BAY, ME.-NEW PROJECT. 

The following report of the Board of Engineers, in which the 
Chief of Engineers concurs, is printed in House Document No. 1416, 
Sixty-second Congress, third session: 

Wills Strait is a narrow, obstructed passageway between the waters of 
Harps well Sound on the west and Casco Bay on the east, about 14 miles a 
little north of east of Portland, Me. Were it not for this strait, vessels would 
have to go outside of Jaquish Island, 3 miles to the southward, where the 
route is exposed to the open sea. On account of the protection offered, the cut 
through the strait is of great value and importance to light-draft navigation. 
Many small vessels, estimated during the summer season at 100 per day, 
engaged in fishing, freighting, and in the pursuit of pleasure, pass through this 
strait. The amount of commerce handled has not been definitely determined, 
but the district officer states that the improvement desired, which is a 
straighter and deeper channel through the dangerous and obstructed waterway, 
would be of great value to navigation and would probably tend to the preserva¬ 
tion of both life and property. 

Based upon the survey just made and a further study of conditions obtaining 
at this locality, the district officer concludes that a channel depth of 8 feet at 
















8 


RIVER AND HARBOR APPROPRIATION BILL. 


mean low water and width of 70 feet at the eastern passage, full width of 40 
feet through the drawbridge, with the approach on the southerly side of the 
draw widened so as to make the entrance easier, is essential for the convenient 
and safe handling of vessels through this passageway. The estimated cost of 
the work proposed is $16,500, and it is stated that it is practically certain that 
there will be no cost for maintenance. The district officer and the division 
engineer recommend the improvement in accordance with the project just 
outlined. 

While the freight tonnage passing through this waterway is probably not 
very large, a great many vessels utilize it, and the improvement, which would 
be largely the removal of submerged rock obstructions, would lend an element 
of safety and confidence to navigation at this locality, and it is believed that 
the cost involved, considering that there will probably be no charge for main¬ 
tenance, is reasonable. The board therefore concurs with the district officer 
and the division engineer and reports that, in its opinion, it is advisable for 
the United States to undertake the improvement outlined by the district officer, 
at an estimated cost of $16,500. 

No work has been done heretofore on this project. 

NARROWS OF LAKE CHAMPLAIN, N. Y. AND VT. 

Location and description. —The Narrows of Lake Champlain is 
that portion of the lake at its southern end, 37 miles long, located 
between Whitehall and Crown Point, N. Y. The portion under 
improvement is that extending from Whitehall, N. Y., at the south¬ 
ern extremity of the lake, northerly to Benson Landing, Vt., a dis¬ 
tance of 15 miles. Burlington Harbor, Vt., is 80 miles by water 
north of Whitehall, and New York City is 214 miles south by 
water via the Champlain Canal and the Hudson Biver. 

Condition at the end of fiscal year. —The project has been com¬ 
pleted. Dredging, completed in 1904, and a small amount of rock 
excavation, completed in 1888, resulted in the creation of a channel 
12 feet deep at low lake level from 100 to 200 feet wide through the 
reach under improvement. Fender-boom protection was also pro¬ 
vided along three rocky points by operations completed in 1906. On 
June 30, 1916, the maximum draft that could be carried over the 
shoalest part of the section under improvement was about 9 feet, low 
lake level. The total expenditure for improvement under the project 
was $24,000, and for maintenance $13,015.17, a total of $37,015.17. 

Effect of improvement. —This waterway is a link in the great in¬ 
ternational waterway between Montreal and New York, which was 
formerly the controlling factor in fixing freight rates in this locality. 
Its influence is still strong, though it has declined recently oAving to 
the deterioration of the Champlain Canal, but is expected to be re¬ 
vived on the approaching completion of the New York State barge 
canal system, with its facilities for larger and more modern boats. 

The additional funds requested are to cover dredging which may 
be found necessary at other points in order to accommodate this 
new type of traffic, which the ore interests along Lake Champlain are 
very desirous to inaugurate. The following estimate is submitted: 


Maintenance, dredging 22,500 cubic yards, at 20 cents per cubic yard_$4, 500 

Engineering and contingencies___ 500 

Total- 5, 000 


Commercial statistics. —The commerce within the limits of the im¬ 
provement, mainly in general merchandise, coal, lumber, iron ore, 





RIVER AND HARBOR APPROPRIATION BILL. 


9 


wood pulp, pulp wood, and building material, is carried by fleets of 
canal boats of about 5 feet draft towed by tugs of a maximum draft 
of about 12 feet. As obtained from transportation companies and 
reports of clearances on the Champlain Canal, the tonnage and ^alue 
of this commerce are as follows: 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

424,933 
466, 700 
437,791 

$4,675,311 
4,448,438 
5,425,524 

1914. 

1915. 



There are no lines engaged in the regular transportation of passen¬ 
gers, but occasional excursions on large steamers come to Whitehall, 
and there is a considerable motor-boat traffic. 

The original project was adopted in 1886. 

Amount expended on all projects from 18SG to June 30, 1916: 

New work_$82, 000. 00 

Maintenance_ 18, 515.17 


Total__100, 515.17 


July 1, 1916, balance available_ 6,857.00 

Amount tliat can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 5, 000. 00 

NARROWS OF LAKE CHAMPLAIN, N. Y. AND VT.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1387, Sixty-second Congress, third session: 

The present project for the improvement of the Narrows of Lake Champlain, 
adopted in 1899, provides for the widening of the channel and restoration of 
the depth to 12 feet at low water, and the placing of fenders at certain points 
to protect barges from collision with the rocky banks of the channel. This 
project was completed in 1905, and subsequent expenditures have been applied 
to maintenance. To adapt this channel to the boats which will use it upon 
completion of the enlarged Champlain Canal and communicating waterways the 
district officer submits, with favorable recommendation, a project providing 
for a channel 12 feet deep and 200 feet wide, except at one point through rock, 
where the width is reduced to 150 feet. The estimated cost of this plan, in¬ 
cluding the placing of new fender booms, is $737,000, and $5,000 annually for 
maintenance. 

These reports have been referred, as required by law, to the Board of En¬ 
gineers for Rivers and Harbors, and attention is invited to the board’s report of 
February 6, 1913, concurring generally with the views of the district officer 
The board is not satisfied that the cut-offs at Maple Bend and Chilton Bend 
may not be ommitted without serious inconvenient to navigation and with a 
very material reduction in cost. If the improvement be adopted by Congress, 
further study of this part of the channel should be made before the work is 
undertaken. 

I concur in general with the views of the district officer and the Board of 
Engineers for Rivers and Harbors, and therefore in carrying out the instruc¬ 
tions of Congress I report as follows: That the improvement by the United 
States of the Narrows of Lake Champlain, N. Y. and Vt., is deemed advisable 
so far as to secure an available channel depth of 12 feet with a general width 
of 200 feet on the bottom, at an estimated cost of $737,000 for first construction 
and $5,000 annually for maintenance. 






















10 


RIVER AND HARBOR APPROPRIATION BILL. 


BEVERLY HARBOR, MASS.-NEW PROJECT. 

[Abstract from the reports of the Chief of Engineers and the Board of Engineers, 
printed in House Document 220, Sixty-third Congress, first session, and Rivers and Har¬ 
bors Committee Document 8, Sixty-third Congress, second session.] 

Beverly Harbor lies at the western end of Salem Bay, Mass. It is formed 
by the confluence of three tidal inlets and is a basin of irregular shape about 
three-eighths of a mile in diameter, with flats and shoals on the west, south, 
and east sides. It is crossed at its extreme western extremity by two draw¬ 
bridges, Essex Highway Bridge and Boston & Maine Railroad Bridge. 

The present project for the improvement of Beverly Harbor provides for a 
channel 250 feet wide and 18 feet deep for 3,200 feet in the approach channel 
between Bar Beacon and Lobster Rocks Beacon, and not less than 200 feet 
wide for the next 2,000 feet up to the lower end of the draw pier of the high¬ 
way bridge. It appears that this depth is not sufficient for easy navigation 
by vessels of the size now regularly using the port. The district officer sub¬ 
mits a plan providing for a channel 24 feet deep at low water, 200 feet wide in 
straight reaches, with appropriate increased width at the bends, the cost of 
which by way of the northerly route shown on accompanying map is estimated 
at $173,000. 

The Chief of Engineers says: “After due consideration of the above-mentioned 
reports, I concur in general with the views of the district officer, the division 
engineer, and the Board of Engineers for Rivers and Harbors; and, therefore, 
in carrying out the instructions of Congress, I report as follows: That the im¬ 
provement by the United States of Beverly Harbor, Mass., with a view to secur¬ 
ing a channel depth of 24 feet and of widening the channel on the northern 
side by the removal of the ledge near the Essex Bridge, is deemed advisable so 
far as to secure an available channel depth of 24 feet and a channel width of 
200 feet, increased at entrances and on curves, by way of the northerly route 
shown on accompanying map, at an estimated cost of $173,000 for first con¬ 
struction, provided suitable bulkheading inclosing a sufficient area at and to 
the eastward of Tucks Point be furnished by the State or municipalities to 
afford a dumping place for about one-third of the dredged spoil, said bulkhead 
to extend from the foot of Maple Avenue about 1,100 feet parallel to and about 
75 feet inside of the northern limit of the proposed new channel, as shown on 
the map accompanying survey report; that the United States be permitted to 
dump behind said bulkhead such material as can be economically excavated 
with a pump dredge; that dredged spoil which can not economically be pumped 
ashore directly by the United States shall be dumped at sea by the United 
States or rehandled ashore behind such bulkhead at the expense of the State 
or city, at their option; that the United States shall have the right to determine 
the methods of excavation to be adopted; that all land formed by the deposit of 
spoil behind the bulkhead shall be pledged by the State or municipality as a 
permanent site for public wharves open to all water carriers on equal terms; 
and that prior to the initiation of Federal work a cash deposit of $50,000 be 
made to the credit of the Secretary of War, to be applied to dredging the 24-foot 
channel “along the northern route. The full share of the cost of the improve¬ 
ment to be borne by the United States, $123,000, should be provided in one 
appropriation, the improved channel to be maintained by the State or munici¬ 
pality. The removal of the ledge near the Essex Bridge, in the manner ap¬ 
parently desired by the interests concerned, is not deemed advisable at the 
present time.” 

Freight traffic, 1911. 


Articles. 

Customary units. 

Short tons. 

Valuation. 

Coal. 

157,539 short tons 

157,539 
112 
8,063 
1,265 
76,399 
86 
390 
719 
50 

$583,422. 04 
3,000. 00 
132,054. 88 
8,697. 81 
694,426. 00 
800. 00 
450.00 
11,504.00 
30, 000. 00 

Iron. 

112 short tons. 

Lumber. 

5,302,266 feet. 

Oil. 

1316,284 gallons. 

\548,823 barrels. 

Lime. 

800 barrels. 

Sand. 

390 short tons_ 

Asphalt. 

3,300 barrels. 

Machinery, etc. 

50 short tons. 

Total. 


i 244,623 

i 1,464,354. 73 




1 Incomplete. 


The original project was adopted in 1902. 




























RIVER AND HARBOR APPROPRIATION BILL. 


11 


Amount expended on all projects from June 13, 1902, to June 30, 

1916: 

New work__$48, 604. 59 

Maintenance_,_ 392, 65 

Total- 48, 997. 24 


BOSTON HARBOR, MASS.-NEW PROJECT. 

The following report of the Board of Engineers, in which the 
Chief of Engineers concurs, is printed in House Document 931, 
Sixty-third Congress, second session: 

1. The act of July 25, 1912, provides for a preliminary examination of 
Boston Harbor, Mass., with a view to securing increased width and depth in 
the channel from President Roads to the sea ; also with a view to providing 
deep-water connection with such suitable terminals as may be established by 
the directors of the port of Boston. The act of March 4, 1913, provides for an 
examination of Boston Harbor, Mass., with a view to securing increased width 
and depth of channel from Mystic River to President Roads. Both subjects 
are covered by the reports on preliminary examination and survey, submitted 
herewith, under the act of 1912. 

2. The entrance channels to President Roads have been under improvement 
since 1867 under projects providing successively for depths of 23. 27, 30, and 
35 feet. On these channels there had been expended to June 30, 1912, prac¬ 
tically $11,000,000. The total expenditures for the harbor, including tributary 
streams and auxiliary works, have amounted to something over $12,000,000. 
The 23. 27, and 30 foot channels have been completed. The 35-foot project, 
which provides for a width of 1,500 feet in Broad Sound and 1,200 feet inside 
of President Roads, was adopted by the act of June 13, 1902, and is nearly 
complete, there being an available depth of 33 feet, although the work done 
has not included the removal of Finns Ledge, a detached 25^-foot ledge lying 
about a mile outside of but in line with the 35-foot channel. The district 
officer states that if a 40-foot channel is provided by Congress, the best method 
of disposing of Finns Ledge will be to use it as a foundation for a lighthouse. 
The range of tides at Boston Navy Yard is from 8.1 feet to 10.9 feet, the mean 
tide being 9.6 feet. 

3. The foreign commerce reported herein has in recent years ranged from 
about 1,600,000 to 2,000,000 tons, valued at $190,000,000 to $200,000,000. There 
is also very large coastwise commerce at Boston, but this is carried in moderate 
draft vessels and does not properly enter into the consideration of greater 
depths in the channels of approach to this harbor. Several large foreign steam¬ 
ship lines have recently entered the Boston service, and the further improve¬ 
ment of the entrance channels desired is largely to meet this condition. 

4. The State of Massachusetts, through the directors of the port of Boston, 
is doing its part toward the development of the harbor by the creation of an 
anchorage basin, connecting channels, and extensive terminals, on which and 
for other improvements there has been expended nearly $8,000,000 up to the 
present time, and provision has been made for a further expenditure of about 
$7,000,000. It is in connection with the latter that the second item of the act is 
concerned. 

5. The district officer’s study of the needs of commerce in the inner harbor, 
taking into account the low tides at certain times, the effect of the winds upon 
the water surface, the presence of ledge rock on the bottom, and the necessity 
of ample clearance for deep-draft vessels, has led him to the conclusion that 
a depth of 40 feet at mean low water is essential. He has given consideration 
to a width of 1,200 feet, corresponding to that of the present channel, but con¬ 
cludes that a width of 600 feet will answer the needs of the port for many 
years to come. The survey covered a channel north of Governors Island, as 
suggested by the directors of the port of Boston, but the results show that 
to create a channel here 40 feet deep would be much more expensive than by 
following the present channel. Moreover, it appears that the proposed terminal 
developments at East Boston will not be available in the near future, and there¬ 
fore the channel to the north of Governors Island is not urgently needed. 

6. Various estimates are submitted for the outer or Broad Sound Channel 
covering widths of from 900 to 2,000 feet by slightly different routs and depths 






12 


RIVER AND HARBOR APPROPRIATION BILL. 


of 40 and 45 feet. The investigations of the district officer, which included 
consultations with experienced navigators, led him to the conclusion that a 
channel depth of 45 feet in the rock section and a nominal depth of 40 feet 
elsewhere, with a width of 900 feet, widened to 1,100 feet at the outer end 
where the channel bends to the eastward of Finns Ledge, will serve the needs 
of commerce for the present. From the prompt and economical execution of the 
project and its subsequent maintenance, the district officer believes a seagoing 
ladder dredge, with necessary floating plant, is desirable, and he submits an 
estimate therefor. He recommends the locality as worthy of additional imp- 
provement in accordance with the following estimates: 

An inner channel GOO feet wide, 40 feet deep, from President Roads 

to the navy yard_$2, 300, 000 

An outer channel from President Roads to the sea, 900 feet wide, 
with a slight bend at the outer end, and 1,100 feet wide at the 
entrance east of Finns Ledge, 45 feet deep, through rock, and of 
sufficient depth to insure safe navigation at mean low water for 


vessels requiring 40 feet draft in the inner harbor_ 985, 000 

Dredge with seagoing tug and dump scow’s_ 560, 000 

Total_1_ 3. 845, 000 


His estimate for the maintenance of the project is $30,000 per annum. The 
division engineer concurs in the view 7 s and recommendations of the district 
officer. 

7. In addition to the information secured through the reports on preliminary 
examination and survey, the board held a public hearing in reference to this 
subject in the city of Boston, on March 19, 1913, which w T as largely attended 
by representatives of the principal interests concerned. It appears that the 
needs of the city of Boston have up to the present time outgrown successively 
the various projects adopted for the entrance channels, and arrangements 
have recently been made with some of the more important transatlantic lines 
to engage in service at this port, using large and deep-draft vessels, for wfliich 
an increase in depth is considered necessary. It is claimed that out of a total 
of 172 vessels in existence in 1911-12 having a length of 500 feet or over 
25 were in the Boston trade, and four others over 600 feet in length had been 
contracted for. These vessels draw 7 from about 30 feet up to 34 feet. Stress 
was laid upon the fact that Boston has an advantage over New York in that 
it shortens the trip to European ports by 190 miles, a matter of particular 
importance to the passenger service. 

8. It is quite clear from the data presented that the present entrance chan¬ 
nels at Boston Harbor have ample width, and that the additional depth desired 
is merely to enable a few 7 large transatlantic passenger boats to sail fully 
loaded without reference to the tide. The European ports for these same 
boats do not generally have as great low-water depth as that already pro¬ 
vided at Boston. A change of not exceeding three hours from a fixed time 
of departure would apparently enable the largest of these boats to sail without 
any difficulty. It is not believed that the resulting inconvenience w’ould be 
sufficient to w r arrant the large initial expenditure of nearly $4,000,000 to 
prevent it. 

9. On the other hand, it is apparent that, on account of the exceptional 
exposure of this locality, a somewhat greater depth is necessary in the outer 
channel from President Roads to the sea in order to give it a capacity equiva¬ 
lent to that of the inner channel, and the board believes that a depth of 40 
feet is required for this purpose. Moreover, in giving the depth of 40 feet it 
is considered advisable to remove ledge rock to a depth of 45 feet, as the addi¬ 
tional expense involved is not very large. The board therefore concurs with 
the district officer and the division engineer in recommending the outer channel 
proposed by the district officer, except that the general project depth should 
be limited to 40 feet. The board also concurs with the district officer and the 
division engineer in the opinion that it is of great mportance to provide the 
Government dredge. 

10. In conclusion, therefore, the board considers it inadvisable to enlarge 
the present inner channels of Boston Harbor at this time, but it is of opinion 
that the general project for the harbor should be modified by providing a 
channel between President Roads and the sea, on the lines recommended by 
the district officer, 900 feet wide except at the outer end, where it is widened 
to 1,100 feet, 40 feet deep in general, but 45 feet deep through rock, and the 







RIVER AND HARBOR APPROPRIATION BILL. 


13 


building of a dredging plant, at a total estimated cost of $1,545,000. The 
initial appropriation should provide the sum of $400,000 in cash and contract 
authorization for the balance. 

11. The board concurs with the district officer and the division engineer in 
the opinion that a lighthouse on Finns Ledge is essential to properly mark the 
entrance and give reasonable safety to navigation. 

Amount expended on all projects from 1827 to June 30, 1916: 

New work___$11, 755, 543. 83 

Maintenance_ 514, 452.36 


Total_ 12, 269, 996.19 


POLLOCK RIP SHOALS, NANTUCKET SOUND, MASS. 

Location and description. —Pollock Rip Channel is the northerly 
passage through the shoals off the eastern entrance to Nantucket 
Sound, connecting the deep water of the sound with that of the 
ocean. It is about 26 miles east from the harbor of Vineyard Haven 
on the island of Marthas Vineyard, Mass., and 60 miles south from 
Provincetown Harbor, at the northern extremity of Cape Cod. 

Existing project. —The present project provides for experimental 
dredging through the shoals at eastern entrance to Nantucket Sound, 
using an available Government-owned plant, under appropriations 
aggregating $250,000 with a view to determining the amount of im¬ 
provement, if any, which may be advisable. This project was 
adopted by the river and harbor act of July 25, 1912, following a 
report published in House Document No. 536, Sixty-second Congress, 
second session. This project was extended by the river and harbor 
act of July 27, 1916, following a report on the results accomplished 
by the experimental dredging published in House Document No. 3, 
Sixty-fourth Congress, first session, which provided for the tem¬ 
porary transfer of a Government-owned dredge to the w T ork and an 
appropriation of $150,000 for its operation for one year. The gen¬ 
eral duties of the dredge are to keep constantly in touch with the 
location of the best channels and to assist, by dredging, the natural 
agencies wherein their tendencies are favorable to improvements in 
the location and depth of the navigable channel. No specific width 
and depth of channel have been provided for. The mean range of 
the tide is about 3.7 feet at Monomoy Point. 

Condition at the end of fiscal year.— The result up to the close of 
the fiscal year has been a net gain of about 700 feet in channel width 
of 30 feet depth, and a clear, straight passage about 2,500 feet long, 
with a minimum depth of 21 feet through the shoal at the north¬ 
easterly end of the channel. The permanence of this is yet to be 
demonstrated, but it has been demonstrated that a dredge of the 
type used is w T ell adapted to the conditions that obtain in the locality 
and to the material to be handled. In the vicinity of Stone Horse 
Shoal the increased width of channel at a point where there is a 
sharp bend in the existing sailing course has been immediately bene¬ 
ficial to navigation. The Shovelful Light Vessel, marking the turn¬ 
ing point in this part of the channel, has been moved about 3,000 
feet to the south and renamed the Stone Horse Light Vessel. The 
increased depth obtained at the eastern end of the channel has not 
been utilized by commercial vessels, but is expected to be of great im¬ 
portance in connection with the further prosecution of this work. 






14 


RIVER AND HARBOR APPROPRIATION BILL. 


The total expenditures under the present project have been $250,- 
358.26, all of which were for original work. 

Effect of improvement .—The effect of the improvement on freight 
rates, if any, will not be known until the improvement is completed* 
but the widening of the channel near the Shovelful Light Vessel 
has made the sharp turn in the sailing course somewhat easier. 

Proposed operations .—With the funds available, the U. S. 
dredge Navesinh , transferred to this work, will be stationed on the 
work, as for as the weather conditions will permit, during the year, 
dredging at points where observation may indicate that the tendency 
of the natural forces are favorable to improvement in the location and 
depth of the navigable channels, having in mind the special features 
desired by the commercial interests. The funds will be expended for 
the operation, upkeep, and repairs required for the dredge working 
in such an exposed locality and will be exhausted about August, 
1917. 

It is proposed to continue the same work, modified as experience 
may indicate, with the funds asked for in the estimate submitted, 
which comprises the cost of operation and maintenance for one year 
of the seagoing dredge Navesinh at $150,000, the appropriation of 
which is necessary to carry out the purpose of the improvement. 

Commercial statistics .—It is estimated that a commerce of over 
20,000,000 short tons annually will be benefited greatly if it be prac¬ 
ticable to construct and maintain the proposed channel. It is im¬ 
practicable to estimate the value of the commerce passing through 
this locality. During the calendar year 1915 the following vessels 
are reported as having passed the Pollock Kip Slue Light Vessel: 
Steamers, 6,023; sailing, 3,325; barges, 7,805. 


Amount expended on all projects, from July 25, 1912, to June 30, 

1916—new work_$250,358.26 

Balance available for fiscal year ending June 30, 1917_ 150, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for works of improvement and for maintenance_ 150, 000. 00 


HARBOR OF REFUGE AT NANTUCKET, MASS. 

Location and description .—The harbor of Nantucket is an indenta¬ 
tion in the coast line on the^ northerly side of the island of Nan¬ 
tucket. 

Existing project .—The present project provides for securing a 
depth over the bar at the entrance of 15 feet at mean low water by 
means of converging jetties and by dredging at an estimated cost 
of $475,000. The mean ran^e of the tide is 3 feet. 

Condition at the end of fiscal year .—At the close of the fiscal year 
about 95 per cent of the existing project was completed, the result 
of which is a channel 300 feet wide and 15 feet deep at mean low 
water from the deep water in Nantucket Sound to the deep water in 
Nantucket Harbor, a distance of 1.4 miles, with an additional width 
of 150 feet, over the greater part of which there is a 12-foot depth, 
except that near the end of the jetties and beyond them there is a 
tendency to shoal. The total expenditure under the existing project 
was $523,202.99, of which $426,595.70 was for new work and $96,- 
607.29 for maintenance. 





RIVER AND HARBOR APPROPRIATION BILL. 


15 


Effect of improvement. —So far as known the project has had no 
effect on freight rates, but the widening and deepening of the chan¬ 
nel gives the use of the harbor to vessels of larger size. 

Proposed operations. —It is proposed to apply the funds at present 
available to repairing the-outer portion of the east jetty where it has 
been damaged by storm and ice to rebuilding the mound at the outer 
end. Experience has shown that stone can be economically placed 
at this place at the rate of about 1,800 tons per month, costing about 
$3,600. With the funds appropriated by the river and harbor act 
of July 27, 1916, it is proposed to extend the west jetty as far as 
these available funds will permit, using them at the same rate. 

With the funds asked for it is proposed to complete the extension 
of the w T est jetty to a point opposite the outer end of the east jetty, 
repair both the east and west jetties, and fill in the gap in the east 
jetty near the shore at a cost of $30,000 with a view to reducing the 
amount of sand entering the channel through the jetties and thereby 
diminishing the tendency to shoal on the outer bar, and to maintain 
by dredging the depth in the entrance channel which has deteri¬ 
orated, at a cost of $15,000. 

The appropriation of these amounts is necessary in order to carry 
out the purpose of the improvement. 

Commercial statistics. —The commerce consists of fish, coal, lumber 
and other building materials, and general merchandise. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

35,000 
36,353 
45,836 

SI, 200,000 
1,488,381 
1,968,137 

1914. 

1915. 



Amount expended on all projects from March 2, 1829, to June 30, 1916: 


New work__$472, 430. 45 

Maintenance____ 96, 607. 29 


Total_ 569, 037. 74 

Balance available for fiscal year ending June 30, 1917_ 17,435. 76 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_._ 45, 000. 00 


MYSTIC RIVER, MASS. 

Location and description. — 1 This river rises in Mystic Lakes, Mass., 
and after flowing about 7 miles in a southeasterly direction, empties 
into Boston Harbor near the Charlestown Navy Yard. Its improve¬ 
ment is embraced in two sections. The one included under this 
subheading extends from the Boston & Maine Railroad bridge 
(western division) to the head of commercial navigation at Cradock 
Bridge, Medford, 3 miles, or about 5 miles above the mouth, this 
also being the upper limit of tidal influence. 

Existing project. —The existing project covers a length of 3 miles, 
commencing about 2 miles above the mouth of the river, and pro¬ 
vides for obtaining a channel 100 feet wide and 6 feet deep at mean 
low water from the Boston & Maine Railroad (western division) 
















16 


RIVER AND HARBOR APPROPRIATION BILL. 


bridge up about 1 mile to the first turn above Dennings Wharf, about 
2,500 feet above Wellington Bridge, and thence 2 miles to the head 
of navigation at Cradock Bridge in Medford, 4 feet-deep at mean 
low water, gradually narrowing from 100 feet to 50 feet at the upper 
end, at an estimated cost of $25,000. (Annual Keport for 1891, p. 
672, where also will be found the latest published map.) No esti¬ 
mate of cost of maintenance was stated. The project was adopted by 
the river and harbor act of July 13, 1892. The mean tidal variation 
is 9.8 feet. 

Condition at the end of fiscal year. —By dredging, a channel of 
the projected dimensions was completed in November, 1906. A sur¬ 
vey in May and June, 1916, shows that the portion of the channel 
normally 6 feet deep now has an available navigable depth of but 
about 4^ feet at mean low water and that while the portion of the 
channel normally 4 feet deep has that depth throughout its length, 
the width is contracted by caving of the banks. . The expenditures 
were $28,794.88 for new work and $250 for maintenance, a total of 
$29,044.88. At Cradock Bridge, Medford, 5 miles above the mouth 
of the river, is a dam built and maintained by the Commonwealth 
of Massachusetts. The river at this point is 110 feet in width. The 
dam includes a boat lock 60 feet in length, canoe rollway, weirs 
which ordinarily will automatically regulate the height of the water 
above the dam, and sluice gates operated by electric motors ? for use 
when needed. The dam is intended to completely exclude tidewater 
and maintain the level of the river above the dam at a grade about 
3 feet below mean high water and with a navigable depth varying 
from 7 feet at the dam to 4 feet at the Lower Mystic Lake. Data 
concerning lock: 

Dimensions: 15 feet wide, 45 feet long. 

Lift: 6.3 feet above mean low water. 

Completed: 1909. 

Cost: Unknown. 

Effect of improvement. —It is reported that barges of the lightest 
draft remaining in service deliver coal at Medford without the ex¬ 
pense of lightering, which would be about 50 cents per ton. 

Proposed operations- No funds are available. A recent survey 
shows that the channel has deteriorated and requires redredging al¬ 
most throughout its entire length, for which the following estimate 
i« SMilpiiitted for the year ending June 30, 1918: 

73.04(jk)elibic yards (scow measurement), allowing for 1.5 feet over¬ 


depth at 30 cents per cubic yard_$21, 900 

Engineering and contingencies, 10 per cent, say_ 2,100 


24,000 

Commercial statistics. —The commerce during the current year con¬ 
sisted chiefly of coal. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

24,328 

29,487 

27,682 

$172,611.10 

188,700.00 

178,466.62 

1914. 

1915. 
















RIVER AND HARBOR APPROPRIATION BILL. 17 

Amount expended on all projects from July 13, 1892, to June 30, 

1916: 

New work___■_$28, 794. 88 

Maintenance_ 250.00 


Total_._____ 29, 044. 88 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 24, 000. 00 


PAWCATUCK RIVER, R. I. AND CONN. 

Location and description .—Formed by the junction of the Wood 
and Charles Rivers in southwestern Rhode Island, the river flows 
westerly and southerly 18 miles and enters Little Narragansett Bay 
about 13 miles east of New London Harbor. 

Existing project .—The project provides for a channel 10 feet deep 
from Stonington, Conn., to Westerly, R. I., 200 feet wide from Ston- 
ington to Avondale, R. I., about 4 miles; 100 feet wide from Avondale 
to the lower wharves at Westerly, about 3 miles; 40 feet wide between 
the upper and lower wharves of Westerly, about one-half mile; 
and the removal of obstructions at Watch Hill, at the southeastern 
part of Little Narragansett Bay. 

Condition at the end of -fiscal year .—The channels have been 
dredged to project dimensions, except that the channel in the bay has 
a general width of 100 feet and the channel in the river at Pawcatuck 
Rocks has a width of 80 feet. The most obstructive bowlders in the 
vicinity of Watch Hill have been removed, the work being completed 
in 1913. The project is 74 per cent completed. The controlling 
depths are 9 feet to Westerly and 6 feet to Watch Hill. The work 
required to complete the project is the widening of the channel to 
200 feet to Avondale, and the removal of rock at Pawcatuck Rocks. 
The expenditure under the existing project to the end of fiscal year is, 
for new work, $83,160.89; for maintenance, $16,452.13; total, $99,- 
613.02. The proportionate cost of the completed improvement is 
54.4 per cent less than the original estimate, the saving amounting tc 
$67,566.24. 

Local cooperation .—No conditions for local cooperation were pre¬ 
scribed by law at the time of the adoption of the project. Obstruc¬ 
tive bowlders have been removed from the bay at Watch Hill by the 
Watch Hill Improvement Association at a cost of $1,025. 

Effect of improvement .—The improvement affords the town of 
Westerly the benefit of water transportation, which could n be 
carried on under modern conditions in the river in its natural state. 
The improvement has resulted in a reduction of the rates on bulk 
commodities. 

I J roposed operations .—It is proposed to apply the available funds, 
including those appropriated by the river and harbor act approved 
July 27, 1916, to maintenance dredging in Little Narragansett Bay 
and at Westerly during the fiscal year ending June 30, 1917, as fol¬ 
lows: 


Dredging 6,000 cubic yards, at 30 cents_$1, 800 

Administration and inspection_ 211 


Total_ 

H. Kept. 1289, 64-2-2 


2, 011 











18 


RIVER AND HARBOR APPROPRIATION BILL. 


It is proposed to apply the funds for which estimate is submitted 
to dredging in Little Karragansett Bay and at Westerly. While the 
amount of material that must be removed can not be predicted with 
certainty, the estimate is based on the following itemization: 


Dredging 2,300 cubic yards, at 30 cents_:_ $690 

Administration, inspection, and contingencies_ 310 

Total_’_1,000 


Channels of the present dimensions, see above, will conveniently 
accommodate present and reasonably prospective commerce. It is 
accordingly not proposed at the present time to prosecute the project 
toward completion, and the estimate submitted is for maintenance 
only of the channel dimensions previously obtained. 

Commercial statistics .—The principal items of freight for the 
calendar year were coal, lumber, and paving blocks, carried princi¬ 
pally in canal boats and box barges, drawing from 7 to 10 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

56,400 
47,506 
39,073 

$351,509.01 
331,949.25 

1914. 

1915. 

494'752. 69 




Amount expended on all projects from Mar. 3, 1871, to June 30, 

1916: 

New work_$180, 660. 90 

Maintenance_,_ 16, 452.13 


Total_ 197,113. 03 


Amount (estimated) required to be appropriated for completion 

of existing project_ 66, 572. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 1, 000. 00 


PAWTUCKET RIVER, R. I. AND CONN.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 1283, 
Sixty-fourth Congress, first session : 

The existing project, adopted by the act of March 3, 1905, provides for a 
channel from Providence Harbor to Pawtucket, a distance of about 3.4 miles, 
16 feet deep at mean low water and 100 feet wide, the width being reduced to 50 
feet through the rock ledge at Pawtucket. The total estimated cost of the work 
was $237,875, of which the State of Rhode Island has contributed $67,792. The 
act of March 3, 1909, authorized the expenditure of any balance remaining 
after the completion of the project in deepening the channel to 18 feet and 
increasing the width at such places as would best subserve the interests of 
commerce. Under this provision a small portion of the rock work between the 
wharves at Pawtucket was deepened to 18 feet, and the channel was widened to 
230 feet at the bend at Phillipsdale. Owing to the amount of rock in the upper 
part of the channel, the district officer states that it is not practicable to pro¬ 
vide increased depth at reasonable cost, and he believes that the present project 
depth of 16 feet should be retained. As practically all vessel movement on the 
river is by towing, except in the case of a few steamers, very decided advantage 
would be secured by widening the channel to facilitate the passing of tows. He 

























RIVER AND HARBOR APPROPRIATION BILL. 


19 


submits with favorable recommendation an estimate of the cost of widening the 
16-foot channel from 100 feet to 150 feet, without increasing the width through 
the ledge between the wharves, amounting to $61,440. The division engineer 
believes that the proposed modification of the project is desirable, but recom¬ 
mends that no action be taken under the general authority contained in section 
14 of the river and harbor act approved March 4, 1915. 

I concur in the views of the district officer and the Board of Engineers for 
Rivers and Harbors, and therefore report that it is deemed advisable to modify 
the existing project for improvement of Pawtucket River, R. I., by increasing 
the width of the channel from 100 feet to 150 feet, except through the ledge at 
Pawtucket, at an estimated cost of $61,440. 

NEW LONDON HARBOR, CONN. 

Location and description. —On the north shore of Long Island 
Sound, at its eastern end, and about 14 miles east of the mouth of 
the Connecticut River. The harbor comprises the lower 3 miles of 
the Thames River, is from about one-fourth to IJ miles wide, and 
includes Shaws and Winthrops Coves, both lying on the westerly 
side near its head. 

Existing project. —The project as modified and extended provides 
for an entrance channel 600 feet wide, 33 feet deep, and about 3J 
miles long from Long Island Sound to the natural deep water in 
the upper harbor; a channel 400 feet or more in width, 23 feet deep, 
and about 6,000 feet long skirting the water front of the city; and 
for dredging Shaws Cove to a depth of 15 feet. The plane of refer¬ 
ence is mean low water, the mean tidal range being 2.6 feet. The 
estimated cost of the improvement is, for new work $487,000 and 
for maintenance $3,300 per annum. 

Cndition at the end of fiscal year. —The channels along the water 
front and in Shaws Cove were completed in 1913. No dredging has 
been done in the entrance channel. The controlling depths at mean 
low water are: Entrance channel, 26 feet; channel along the water 
front, 22 feet; Shaws Cove, 14.7 feet. The expenditures under the 
existing project to the end of the fiscal year are: For new work, 
$152,330.55; for maintenance, $1,881.94; total, $154,212.49. 

Local cooperation. —The river and harbor act of July 27, 1916, 
adopted the project for an entrance channel in accordance with re¬ 
port in House Document No. 613, Sixty-third Congress, second ses¬ 
sion, subject to the condition named in that document that work be 
begun only after assurance satisfactory to the Secretary of War has 
been .given that the State will carry out its project of terminal de¬ 
velopment practically as described in the report. The terminal de¬ 
velopment thus described includes the construction of a pier with 
modern cargo-handling facilities, warehouse storage, railroad con¬ 
nections, and suitable approach channels, at an estimated cost of 
$1,000,000. The pier has been completed, approaches thereto from 
the main channel dredged, and contract entered into for the con¬ 
struction of the superstructure and the installation of unloading 
facilities. It is expected by the State authorities in charge of the 
construction that the work will be fully completed by January 1, 
1917. 

Effect of improvement. —The effect of the improvement has been 
to materially reduce freight rates. 


20 


RIVER AND HARBOR APPROPRIATION BILL. 


Proposed operations. —With the available funds, appropriated by 
the river and harbor act approved July 27, 1916, it is proposed to 
dredge the entrance channel throughout its length to project depth 
and about half project width. It is expected that this work will be 
begun early in October, 1916, by Government plant, and that the 
available funds will be exhausted in one year, as shown by the 
following estimate: 

Operation of seagoing hopper dredge for 12 months, at $9,000 per 


month_ $108, 000 

Rental of above dredge for 12 months, at $3,700_ 44, 400 

Administration, superintendence, and contingencies- 17, 600 

Total_ 170, 000 

The following estimate for the completion of this project during 
the fiscal year ending June 30, 1918, is submitted: 

1,200,000 cubic yards dredging, at 12 cents_$144, 000 

Administration, superintendence, and contingencies_ 16, 000 

Total__ 160, 000 


Commercial statistics. —The principal items of freight for the cal¬ 
endar year were general merchandise, coal, and lumber, carried prin¬ 
cipally in steamers, barges, and schooners drawing from 12 to 22 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

924,127 
824,095 
786,551 

$112,332,489.00 
102,871,515.53 
117,779,117.02 

1914. 

1915. 



Amount expended on all projects from June 14, 1880, to June 30, 


1916: 

New work_$172,130. 55 

Maintenance ____ 1, 881. 94 


Total- 174, 012. 49 


Balance available for fiscal year ending June 30, 1917_ 171,161.18 

Amount (estimated) required to be appropriated for completion 

of existing project- 160, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for works of improvement___ 160, 000. 00 


NEW HAVEN HARBOR, CONN. 

Location and description. —On the north shore of Long Island 
Sound, about 71 miles to the east of New York City. The harbor 
consists of a bay about 4 miles long and from 1 to 4 miles wide, and 
the navigable portions of West River, entering the westerly side of 
the bay, and the Mill and Quinnipiac Rivers entering its northeast 
corner through a common mouth. 

Existing project— The project now provides for a channel 20 feet 
deep, 400 feet wide, and 3 miles long, from Long Island Sound to 
the inner end of the 20-foot anchorage basin; thence of same depth, 




























RIVER AND HARBOR APPROPRIATION BILL. 


21 


700 to 500 feet wide (increased to 1,200 feet at the turn opposite 
Long Wharf), 1.2 miles to Tomlinsons Bridge; three anchorage 
basins below Tomlinsons Bridge of 20, 16, and 15 foot depths; a 
channel 100 feet wide and 12 feet deep from the 15-foot anchorage 
basin toward Brewery Street, about 1,500 feet; a dike to contract the 
tidal flow at Fort Hale Bar; a channel 200 feet wide and 12 feet 
deep up the Quinnipiac River to Ferry Street and 50 to 100 feet wide 
and 8 feet deep between Ferry Street and Grand Avenue; a channel up 
Mill River 200 feet wide and 12 feet deep to the junction of the two 
branches above Chapel Street, and thence channels 12 feet deep ex¬ 
tending to Grand Avenue, with width in the east branch of 100 feet 
and a general width in the west branch of 125 feet; a channel 12 feet 
deep and 100 feet wide, from the southwest corner of the 16-foot 
anchorage basin via Oyster Point and the dock frontage of West 
Haven to Kimberly Avenue Bridge; thence 12 feet deep and pre¬ 
vailing width of 75 feet up West River approximately to the railroad 
bridge; an anchorage basin 6 feet deep in West River opposite Mars 
Dock; and the removal of certain obstructive rocks in Morris Cove. 

All depths refer to mean low water, the mean tidal range being 6 
feet. The estimated cost of the improvement, exclusive of the ex¬ 
penditures reported in the preceding paragraph, is $722,700 for new 
work. Estimates for maintenance are not included in several of the 
component plans, but this estimate is now placed at $10,000 per 
annum. For map, see House Document No. 497, Sixty-fourth Con¬ 
gress, first session. 

Condition at the end of fiscal year .—A dike had been constructed 
at Fort Hale bar. All channels and anchorage basins had been 
dredged to prescribed dimensions and the existing project completed 
in 1915. The controlling depths at mean low water are: Main chan¬ 
nel, 20 feet; anchorage basins, 12$, 15, and 19 feet, respectively; West 
River, 10 feet, Mill River, 11 feet; Quinnipiac River to Ferry Street, 
12 feet, and thence to Grand Avenue, 8 feet; and Brewery Street 
channel, 10$ feet. The total expenditure under the existing project 
to the end of the fiscal year was, for new work, $528,024.94; for 
maintenance, $136,009.08; total, $664,034.02. The project has been 
completed for less than the estimate, the saving being $194,675.06. 
The dike at Fort Hale bar is in fair condition. 

Local cooperation. —No conditions for local cooperation were pre¬ 
scribed by law at the time of the adoption of the project. One mu¬ 
nicipal wharf, with limited facilities, has been constructed at a cost 
of approximately $20,000. The upper portion of the West River 
Channel had been improved by private parties at a cost of about 
$10,000 before its further improvement was undertaken by the United 
States, Extensive dredging has been done by the New York, New 
Plaven & Hartford Railroad Co. to connect one of its coal-handling 
plants with the main channel. 

Effect of improvement. —The improvement has secured for New 
Haven the benefit of very low water freight rates, particularly on 
bulk commodities. The present commerce of New Haven could not 
be carried on without the improvements made. 

Proposed operations. —During the fiscal year ending June 30, 1917., 
it is proposed to restore to project dimensions the Mill River and 


22 


RIVER AND HARBOR APPROPRIATION BILL. 


Brewery Street Channels and the West River Channel and Basin. 
An estimate of the proposed work follows: 

Cu. yds. 

West River Channel and Basin- 65, 000 

Mill River Channel_ 20,000 

Brewery Street Channel-10, 000 

Total_ 95, 000 at 20 cents- $19, 000 

Administration, inspection, and contingencies- 2, 200 

21, 200 

The above-described work is now urgently needed, and will ex¬ 
haust the available funds. No maintenance work has been done in 
the 15-foot basin since its depth was increased from 12 to 15 feet in 
1911. The rate of shoaling is at least 6 inches annually, so that by 
June 30, 1917, the depth will be only about 12 feet. This basin is 
much used by boats drawing 12 feet or more, and it is also necessary 
to cross it to reach the public wharf, where the city has dredged a 
berth 16 feet deep and is contemplating extensive enlargements of the 
terminal facilities. For these reasons the restoration of the basin to 
project depth will be urgently needed during the fiscal year for 
which estimate is made. Detailed estimate for funds required during 
the fiscal year ending June 30, 1918, follows: 


Dredging 70,000 cubic yards at 18 cents-$12, 600 

Administration, inspection, and contingencies- 1, 400 


14, 000 

This amount is larger than the average expenditure for mainte¬ 
nance during the last three years by about $3,500. A large part of 
the project has been completed during the last three years, hence in 
that time the maintenance has been small; the areas thus completed 
are now beginning to require restoration, and maintenance work may 
be expected to be increased hereafter. 

Commercial statistics .—The principal items of freight for the cal¬ 
endar year were general merchandise, coal, lumber, and oysters, car¬ 
ried principally in vessels drawing from 8 to 22 feet. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

2,096,135 
1,704,854 
1,792,856 

$123,093,132.96 
105,459,519.16 
99,561,097. 40 

1914 . . 

1915. 



Amount expended on all projects from August 30, 1852 to June 30, 

1916: 

New work_$853, 720. 60 

Maintenance_ 136, 009. 08 


Total_ 989, 729. 68 

July 1, 1916, balance available_ 21, 254. 93 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 14, 000. 00 


























RIVER AND HARBOR APPROPRIATION BILL. 


23 


BRIDGEPORT HARBOR, CONN. 

Location and description .—On the north shore of Long Island 
Sound, about 57 miles east of New York City. The harbor consists 
of an outer main harbor about 3,500 by 4,000 feet; an inner harbor 
about 1 mile long and 1,500 feet wide, decreasing in width to 500 
feet at the head; the navigable portions of Poquonock River, 1^ miles 
long, and Yellow Mill Pond, two-thirds of a mile long, entering 
from the north; Johnsons River, three-fourths of a mile long, enter¬ 
ing from the east; Black Rock Harbor, about one-half mile wide and 
1 mile long, lying 2J miles west of the main harbor; and Cedar and 
Burr Creeks, 1-| and one-half miles long, respectively, entering Black 
Rock Harbor from the north. (See United States Coast and Geo¬ 
detic Survey chart No. 52.) 

Condition at the end of fiscal year. —The following permanent 
works had been built: Four riprap breakwaters, two at the entrance 
to the main harbor, one between the outer and inner harbors, and 
one joining the mainland and Fayerweather Island; a stone break¬ 
water with paved surfaces and similar sea wall joining the two 
portions of Fayerweather Island, and shore-protection works at the 
same island. The channels had been dredged to prescribed dimen¬ 
sions except at the inner ends of Johnsons River, Burr Creek, and 
Yellow Mill channels, and in the Poquonock River at East Washing¬ 
ton Avenue Bridge. The project is 99 per cent completed. The con¬ 
trolling depths at mean low water are: Main channel, to just inside 
the inner breakwater, 21 feet, and thence 17 feet to the lower bridge; 
Poquonock River, 16^ feet from Stratford Avenue to the East Wash¬ 
ington Avenue bridge; through the bridge lbj feet; from a point 
100 feet above the bridge to a point opposite Black’s coal dock, 17 
feet, and thence to the head of the improved channel, about 9 feet; 
Yellow Mill channel, ldj feet to Stratford Avenue, and thence 9 feet 
nearly to the head of the improved channel; Johnsons River, 9 feet 
to the turn above the shipyard, and thence about 6J feet to the head 
of the channel; Black Rock Harbor, 10-J feet to the head of navi¬ 
gation in both branches of Cedar Creek; Burr Creek, about 5 feet 
to its head. To complete the project would require dredging the 
inner ends of the channels in Johnsons River, Yellow Mill Pond, 
and Burr Creek, where ledge rock exists, and at the East Washing¬ 
ton Avenue Bridge, which is being rebuilt. The expenditures under 
the existing project to the end of the fiscal year were, for new work, 
$516,239.64; for maintenance, $69,930.58; total, $586,170.22. The 
proportional cost of completed work is less than the estimate, the 
saving amounting to $174,255.66. The improvement as it now exists 
was completed in 1911. The condition of the breakwaters and pro¬ 
tective works is as follows: Inner breakwater, fair, no longer needed; 
east and west breakwaters, repairs needed; breakwater between 
mainland and Fayerweather Island, fair, will be rendered unneces¬ 
sary by sea wall proposed by city; Fayerweather Island breakwater 
and sea wall, in need of repair; shore-protective works, Fayer¬ 
weather Island, good, and serve their purpose. 

T.ocal cooperation. —No conditions for local cooperation were pre¬ 
scribed by law at the time of the adoption of the project or its modi¬ 
fications. Dredging, totaling quite an extensive amount, has been 


24 


RIVER AND'HARBOR APPROPRIATION BILL. 


done by private interests in various portions of the harbor, which 
has resulted in benefit to general navigation. The cost of this work is 
not known. 

Effect of improvement .—The effect of the improvement is to afford 
the city of Bridgeport the advantages of water transportation at 
greatly reduced rates. 

Proposed operations .—It is proposed, under an existing contract, 
to restore the Yellow Mill Channel to approximately project dimen¬ 
sions. This work will be completed during the present working 
season and will exhaust the balance unexpended June 30, 1916. 

The breakwaters in the main harbor were completed in 1908; no 
repairs have since been made, and they have suffered from wave 
attack so that repairs are now needed. The breakwater and sea wall 
connecting the two portions of Fayerweather Island is in urgent 
need of repair. It is an old structure and is so built that if repairs 
are not promptly made the damage will rapidly increase. The Black 
Kock and Cedar Creek Channels were completed to present dimen¬ 
sions in 1911, and no maintenance dredging has since been done. 
Shoaling has taken place and these channels should be redredged. 
The project depth—12 feet—is the approximate draft of the vessels 
using these channels, and any diminution in this depth results in 
expensive delays. The following estimate is submitted for the fiscal 
year ending June 30, 1918: 

Maintenance dredging, Black Rock and Cedar Creek Channels, 90,000 


cubic yards, at 18 cents-$16, 200 

Repair of Fayerweather Island breakwater and sea wall, mainly labor_ 1, 000 
Repair of breakwaters at entrance to main harbor, 3,000 tons of stone, 

at $1.50_ 4,500 

Administration, inspection, and contingencies_ 2, 300 


Total for maintenance- 24, 000 


The foregoing estimate is greater than the average expenditure for 
maintenance for the past three years, because no maintenance dredg¬ 
ing has been done in Bridgeport Harbor, with the exception of a 
small amount in Burr Creek, since 1914. Economy requires dredg¬ 
ing at intervals of several years rather than small amounts annually. 

Commercial statistics .—The principal items of freight for the cal¬ 
endar year were general merchandise, coal, sand and stone, iron and 
steel, and petroleum products, carried in steamers, barges and scows, 
canal boats, and schooners, drawing from 5 to 20 feet. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

1,083,047 
1,039,398 

$43,727,073.50 
67,003,507.55 
71,061,781.90 

1914. 

1915. 

1,135,623 



Amount expended on all projects from July 4,1836, to June 30,1916: 

New work_$894, 689.17 

Maintenance_ 81, 879. 55 


Total_ 976, 568. 72 


July 1, 1916, balance available_ 2, 377. 23 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 24, 000. 00 























RIVER AND HARBOR APPROPRIATION BILL. 


25 


NORWALK HARBOR, CONN. 

Location and description. —On the north shore of Long Island 
Sound, about 44 miles east of New York City. The harbor consists 
of a broad outer bay, also known as Sheffield Harbor; an inner har¬ 
bor, about one-half mile wide and 1^ miles long; and the tidal portion 
of Norwalk River, 1J miles long, narrow and crooked. 

Condition at the end of fiscal year. —Channels of prescribed dimen¬ 
sions have been dredged. The existing project was completed in 
1908. The branch channel to East Norwalk has shoaled considerably^ 
but its restoration has not as yet been considered as justified by the 
needs of commerce. The controlling depths at mean low water are: 
10 J feet nearly to the Washington Street Bridge at South Norwalk, 
and thence 9 feet to the railroad bridge; 7-J feet to Norwalk; and 4 
feet to East Norwalk. The width of the channels is much dimin¬ 
ished, particularly opposite the South Norwalk wharves and between 
them and Norwalk. The expenditures under the existing project to 
the end of the fiscal year are—for new work, $44,365.49; for mainte¬ 
nance, $19,914.07; total, $64,279.56. The project has been completed 
for less than the estimate, the saving being $19,134.51. 

Effect of improvement. —The improvement is essential to the 
water-borne commerce of the locality and has effected a material 
reduction in freight rates. 

Proposed operations. —It is proposed to apply the available funds r 
including those appropriated by the river and harbor act, approved 
July 27, 1916, to the restoration of the channels during the fiscal 
year ending June 30, 1917. The following itemization is submitted: 
Maintenance dredging, channels to South Norwalk and Norwalk, 


40,000 cubic yards, at 20 cents-$8, 000. 00 

Administration, inspection, and contingencies- 1,150. 86 

Total__ 9,150. 86 

The above work will not be sufficient to restore the channels to full 
project dimensions. The following estimate is submitted for mainte¬ 
nance work during the fiscal year ending June 30, 1918: 

Maintenance dredging, 28,000 cubic yards, at 25 cents-$7, 000 

Administration, inspection, and contingencies- 1, 000 

Total_ 8,000 


The existing channel dimensions are inadequate for commerce of 
the extent and character now using the waterway, hence it is very 
desirable to preserve the dimensions as fully as possible until such 
time as the project may be modified. The greatest deterioration has 
been in the width, particularly opposite the South Norwalk docks 
where maneuvering room is very necessary, and in the channel be¬ 
tween South Norwalk and Norwalk, at best narrow and crooked. 

Commercial statistics. —The principal items of freight for the cal¬ 
endar year were general merchandise, coal, oysters and shells, car¬ 
ried in'steamers, barges, scows, schooners, and sloops, drawing from 
4 to 15 feet. 










26 


RIVER AND HARBOR APPROPRIATION BILL. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

247,908 
206,467 
237,391 

$22,568,126. 89 
11,463,619.10 
33,174,097. 08 

1914. 

1915. 



Amount expended on all projects from June 10, 1872, to June 30. 


1916: 

New work_$163, 761. 60 

Maintenance_ 35, 430. 96 


Total___ 199,192. 56 


Balance available for fiscal year ending June 30, 1917_ 9,150. 86 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 8, 000. 00 


NORWALK HARBOR, CONN.-NEW PROJECT. 

Abstract from the report of the Chief of Engineers, printed in 
House Document 1143, Sixty-third Congress, second session: 

The district officer states that the improvement now desired by the naviga¬ 
tion interests of the harbor is a wider, straighter, and deeper channel to the 
wharves at South Norwalk. Interested parties have suggested a channel 500 
feet wide and 16 feet deep, departing considerably from the lines of the present 
channel, but the district officer is of opinion that the channel dimensions speci¬ 
fied are greater than necessary. He submits a plan providing for a straight 
entrance channel 12 feet deep and 200 feet wide up to Dorlons Point, thence a 
channel 12 feet deep and 150 feet wide to South Norwalk and 250 feet wide 
along the wharves at South Norwalk to the highway bridge; an anchorage 
basin 10 feet deep and about 17 acres in extent opposite the entrance to East 
Norwalk; and a channel 10 feet deep and generally 100 feet wide from South 
Norwalk to the head of navigation at Norwalk, at an estimated cost of $206,000. 
He is of opinion that the locality is worthy of improvement to this extent, and 
the division engineer concurs in this opinion. 

I concur with the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the fur¬ 
ther improvement of Norwalk Harbor, Conn., is deemed advisable to the extent 
of poviding a straight entrance channel 12 feet deep at mean low water and 
200 feet wide up to Dorlons Point, thence 12 feet deep and 150 feet wide to 
South Norwalk, and 250 feet wide along the wharves at South Norwalk to the 
highway bridge; an anchorage basin 10 feet deep at mean low water and about 
17 acres in extent opposite the entrance to East Norwalk; and a channel 10 
feet deep and generally 100 feet wide from South Norwalk to the head of navi¬ 
gation at Norwalk, all as shown on accompanying map, at a total estimated 
cost of $206,000 for first construction and $8,000 annually for maintenance for 
the first three years and $4,000 annually thereafter, including the maintenance 
of the existing channel 6 feet deep and 75 feet wide along the east side of the 
harbor to the head of navigation at East Norwalk. 

HARBORS AT STAMFORD AND GREENWICH, CONN. 

STAMFORD HARBOR, CONN. 

Location and description .—On the north shore of Long Island 
Sound, 36 miles east of New York City. It consists of a bay about 
2 miles wide at its mouth and extending inland 1^ miles, from which 
two tidal inlets, known as the east and west branches, 14 and II 
miles long, respectively, extend northerly into the city of Stamford. 



















RIVER AND HARBOR APPROPRIATION BILL. 


27 


The east branch, known locally as the “ Canal ” is largely arti¬ 
ficial; the west branch is the tidal portion of Mill River a small 
fresh-water stream. 

Existing project. —The project provides for a channel in the west 
branch 7 feet deep, 150 feet wide, and about 1J miles long, with a 
basin of the same depth between harbor lines at the head of the 
harbor, and in the east branch a channel 9 feet deep and 100 feet 
wide for a length of about 8,535 feet, and from about 80 to 125 feet 
wide for about 1,200 feet farther to the head of the harbor. The 
plane of reference is mean low water, the mean tidal range being 7.3 
feet. The estimated cost of the entire improvement is $123,500 for 
new work. There is no estimate for maintenance. 

Condition at the end of fiscal year. —The channels and anchorage 
basin were dredged to prescribed dimensions and the project was 
completed in 1911, at a cost of $8,457.15 less than the estimate. The 
controlling depths at mean low water are: In the east branch, 8^ 
feet to the steamboat wharf, thence diminishing to 3 feet at the ex¬ 
treme head, 1,200 feet above; in the west branch, 7 feet to the basin, 
in which the available depth ranges from 5 to 6^ feet. The channel 
widths have seriously diminished. The expenditures under the ex¬ 
isting project to the end of the fiscal year are: For new work, 
$115,042.85; for maintenance, $35,027.02; total, $150,069.87. 

Local cooperation. —No conditions of local cooperation were pre¬ 
scribed by law at the time of the adoption of the project. Prior to 
the adoption of the original project a channel of 6J feet deep and 60 
feet wide had been dredged to the head of the east branch by private 
interests, at a cost said to be about $250,000. 

Effect of improvement. —The improvement has afforded the city 
of Stamford increased facilities for water transportation, with a con¬ 
sequent reduction in freight rates. 

Proposed operations. —It is proposed to expend the available funds 
during the next fiscal year in restoring to project depth those por¬ 
tions of the east branch channel and the basin at the head of the west 
branch where the greatest shoaling has taken place, the funds not 
being sufficient to complete the restoration to project dimensions. 
Estimate follows: 


Dredging 38,000 cubic yards at 25 cents- $9, 500 

Administration, inspection, and contingencies- 1,057 


10, 557 

No maintenance dredging has been done since the project was com¬ 
pleted in the east branch in 1908 and in the west branch in 1911. 
Since then the channel widths have been much reduced by inflow 
from the banks and the depths at the head of both branches have 
seriously diminished. Full project dimensions are inadequate for 
present needs and any reduction seriously impairs the usefulness of 
the harbor. The available funds are insufficient to remove half of 
the filling which has taken place since the project was completed, 
and the following estimate is submitted for the fiscal year ending 
June 30, 1918: 


Dredging 50,000 cubic yards at 25 cents-$12, 500 

Administration, inspection, and contingencies- 1, 500 


14, 000 








28 


RIVER AND HARBOR APPROPRIATION BILL. 


The above amount is in excess of the average amount expended for 
maintenance during the past three years, because during that time 
there had been no maintenance dredging. A new project was under 
consideration and before Congress; had funds for this project been 
appropriated it would have been much more economical to have in¬ 
cluded the maintenance dredging with the new work. 

Commercial statistics. —The principal items of freight for the cal¬ 
endar year were general merchandise, coal, sand and stone, earths, 
ores, and acids, carried in steamers, barges, scows, canal boats, and 
schooners, drawing from 6 to 15 feet. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

1914 . 

1915 . 


.... 332,576 

.... 263,331 

.... 356,768 

$15,984,034.84 
10,456,050.03 
17,843,810.04 


Amount expended on all projects from Aug. 5, 1886. to June 30, 

1916: 

New work_$135,142.85 

Maintenance__ 35, 027. 02 


Total____ 170,169. 87 

July 1, 1916, balance available_ 10, 557. 59 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 14, 000. 00 


GREENWICH HARBOR, CONN. 

Location and description. —On the north shore of Long Island 
Sound, about 30 miles east of New York City. The harbor consists 
of a shallow cove, varying in width from about 1,500 to 200 feet, 
extending northward about 3,000 feet from a broad outer bay known 
as Captains Harbor. 

Existing project. —The project provides for a channel 90 feet wide 
from a point in the outer bay to the causeway at the head of the 
harbor, a distance of about a mile, to be 9 feet deep to the steamboat 
dock and 6 feet deep above, the upper end to be enlarged to form a 
turning basin. The plane of reference is mean low water, the mean 
tidal range being 7.5 feet. The estimated cost of the improvement 
is $20,000, with no estimate for maintenance. The plan of improve¬ 
ment is printed in House Document No. 25, Fifty-third Congress, 
third session, and was adopted by the river and harbor act of June 
3, 1896. For map see House Document No. 289, Sixty-third Con¬ 
gress, first session. 

Condition at the end of fiscal year. —The channels and turning 
basin were dredged to the prescribed dimensions and the project 
completed in 1905. The controlling depths at mean low water are 
8J feet to the steamboat wharf and 7 feet to the head of the dredged 
channel; in the upper part of the turning basin, 3J feet. The avail¬ 
able channel width is in many places much reduced. The expendi¬ 
tures to the end of the fiscal year are, for new work, $17,017.19; for 
maintenance, $10,226.60; total, $27,243.79. The project has been 
completed for less than the estimate by $2,982.81. 















RIVER AND HARBOR APPROPRIATION BILL. 


29 


Local cooperation. —No conditions for local cooperation were pre¬ 
scribed by law at the time of the adoption of the project. A small 
amount of dredging has been done by private interests at an un¬ 
known cost that has tended to reduce the cost of subsequent opera¬ 
tions by the United States. 

Effect of improvement. —The improvement has afforded the town 
of Greenwich added facilities for water transportation and has 
tended to reduce freight rates. 

Proposed operations. —The channel has shown unexpected per¬ 
manence since the last maintenance work in 1913, and no operations 
are proposed during the next fiscal year. The channel dimensions 
named in the existing project are insufficient for the present com¬ 
merce, hence it is very desirable to fully maintain them. The fol¬ 
lowing estimate for the fiscal year ending June 30, 1918, is submitted: 


Dredging 10,000 cubic yards, at 25 cents_$2, 500 

Administration, inspection, and contingencies_ 500 


3, 000 

Commercial statistics. —The principal items of freight for the 
calendar year were coal, general merchandise, sand and stone, and 
building materials, carried in steamers, scows, barges, canal boats, 
and schooners drawing from 6 to 13 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

116,570 

119,677 

96,632 

$8,582,337.00 

6,550,723.00 

2,656,780.58 

1914. 

1915. 



Financial summary. 

Amount expended on all projects from June 3, 1896, to June 30, 1916: 

New work_$17,017.19 

Maintenance___ 10,226.60 


Total_w- 27,243.79 


Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 3,000.00 

GREEN WICH HARBOR, CONN.-NEW PROJECT. 

The following report of the Board of Engineers, in which the 
Chief of Engineers concurs, is printed in House Document 289, 
Sixty-third Congress, first session: 

Greenwich Harbor has been improved under a project adopted by the act of 
June 3, 1896, which provides for a channel 90 feet wide from deep water to the 
causeway at the head of the harbor, a distance of about 1 mile, 9 feet deep to 
the steamboat dock and 6 feet deep for the remainder of the distance, the upper 
end being enlarged to form a turning basin. This project was completed in 
1905, and has since been maintained. 

The commerce of the locality has ranged from 76,000 to 146,000 tons, averag¬ 
ing about 100,000 tons. A regular freight steamer plies between Greenwich and 
New York and handles about 25,000 tons, the balance being carried in barges 
and schooners, which land their cargoes principally in the upper part of the 




















30 


RIVER AND HAEBOR APPROPRIATION BILL. 


harbor. The present depth is insufficient to meet the needs of these vessels, 
and the district officer presents a plan of improvement designed to afford more 
adequate facilities. He proposes a channel 12 feet deep to the upper wharves, 
to be 130 feet wide in the outer harbor and 100 feet wide along the water front, 
at an estimated first cost of $35,000, and $2,250 per annum for maintenance. 
As the extreme upper end of the harbor is used only for private purposes, it is 
proposed to carry the channel only to a point about 475 feet below the head of 
the existing project. The district officer believes the locality worthy of im¬ 
provement to the extent outlined above, and in this view the division engineer 
concurs. 

From the facts presented it appears that the existing project is inadequate 
to meet the reasonable demands of commerce and navigation. The total ex¬ 
penditures to June 30, 1912, have been $23,343.17, quite a moderate sum when 
compared with the commerce affected. It is believed that the additional im¬ 
provement now desired is justified by the interests involved, and therefore the 
board concurs with the district officer and the division engineer in the opinion 
that it is advisable to modify or extend the existing project for Greenwich 
Harbor so as to provide a channel 12 feet deep to the upper wharves, 130 
feet wide in the outer harbor and 100 feet wide along the wharf front, as 
shown on accompanying map, at an estimated first cost of $35,000, and $2,250 
for annual maintenance. 


THAMES RIVER, CONN. 

Location and description. —Thames River is a tidal estuary vary¬ 
ing in width from about 400 feet to three-fourths of a mile, and 
extending from the junction of the Yantic and Shetucket Rivers at 
Norwich, Conn., 15 miles southerly to Long Island Sound at New 
London. The lower 3 miles constitutes New London Harbor. The 
improvement embraces the remaining 12 miles. 

Condition at the end of fiscal year. —The project is completed, pro¬ 
viding a channel 200 feet wide, 20 feet deep and 6 miles long, from 
New London Harbor to Allyns Point; thence 200 feet wide and 14 
feet deep, 6 miles farther to the head of navigation at Norwich. 
The training walls have been completed except the upper end of the 
Rolling Mill Dike, replaced by adjacent shore improvements. The 
controlling depths at mean low water are 20 feet to Allyns Point, 
thence to Norwich 13.5 feet, and 12 feet in the Shetucket River 
to the town dock. The expenditures under the existing project up 
to the end of the fiscal year are, for new work, $447,424.51; for main¬ 
tenance, $84,037.13; total, $531,461.64. The project was completed 
in 1912. The cost of the completed improvement is $66,647.23, or 
13 per cent less than the estimate. 

Local cooperation. —No conditions for local cooperation were pre¬ 
scribed by law at the time of the adoption or modification of the 
project. In 1835-36 the Merchants’ Bank of Norwich expended 
$3,679 in dredging channels in the vicinity of Norwich, and in re¬ 
cent years considerable amounts of dredging have been done by pri¬ 
vate interests to connect their wharves with the channels provided by 
the United States. 

Effect of improvement. —The work done has reduced the cost of 
transportation by increasing the available draft from 8 feet to 16 
and 22 feet. The river commerce of the present day could not be car¬ 
ried except for the increased depths thus obtained. 

Proposed operations. —It is proposed to apply the available funds, 
appropriated by the river and harbor act of July 27, 1916, to dredg¬ 
ing in the channel between Allyns Point and Norwich where shoal- 


RIVER AND HARBOR APPROPRIATION BILL. 


31 


ing has taken place. It is proposed to do the following work during 
the fiscal year ending June 30, 1917: 

Dredging between Allyns Point and Norwich, 34,000 cubic yards, at 24 


cents-,-$8,160 

Administration and inspection_ 840 


9,000 

The last dredging above Allyns Point was done in 1912, and since 
that time much v shoaling has taken place. Navigation interests re¬ 
quire the full project depth. The work referred to above will not 
complete the necessary maintenance dredging, and the following 
estimate is submitted for work during the fiscal year ending June 
30, 1918: 

Dredging channel at Long Reach and between Allyns Point and Norwich, 


32,000 cubic yards, at 24 cents_$7,680 

Administration, inspection, and contingencies__ 1,320 


9,000 

Commercial statistic ».■—The principal items of freight for the cal¬ 
endar year were coal, paper stock, general merchandise, and lumber, 
carried principally in steamers, barges, and schooners drawing from 
12 to 21 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

650,554 
490,605 
389,161 

$9,114,246.54 
8,110,426.50 
9,646,479.75 

1914.. 

1915. 



Amount expended on all projects from July 4, 1836, to June 30, 

1916: 

New work__$487, 724. 51 

Maintenance_ 84, 037.13 


Total_ 571, 761. 64 


Amount appropriated by river and harbor act approved July 27, 

1916_ 9, 000. 00 

Balance available for fiscal year ending June 30, 1917- 9, 000.00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 9, 000. 00 


CONNECTICUT RIVER BELOW HARTFORD, CONN. 

Location and description .—This river has its source at Connecticut 
Lake, in northern New Hampshire, flows southerly 375 miles, and 
empties into Long Island Sound at Saybrook, Conn., 14 miles west 
of New London. Hartford, now the head of commercial navigation, 
is 51.9 miles by channel from the mouth. 

Existing project .—In accordance with a plan in House Document 
No. 1294, Sixty-first Congress, third session, the project was modified 
by the river and harbor act of February 27, 1911, to provide for in¬ 
creased channel depth, to be maintained by dredging, and the con¬ 
struction of permanent works. The project now provides for a chan¬ 
nel 300 feet wide, 15 feet deep at mean low water, and about six-tenths 
mile long across the bar at the mouth, and thence 100 feet wide and 
12 feet deep at mean low water (2 feet on the Hartford gauge) for 


























32 RIVER AND HARBOR APPROPRIATION BILL. 

51.3 miles to Hartford; the channels to be obtained by dredging and 
the construction of dikes, training walls, and revetments; and for 
two riprap jetties at the mouth of the river, the tops to be 5 feet above 
high water and 6 feet wide. The estimated first cost, exclusive of the 
expenditures reported in the preceding paragraph, is $177,000; the 
estimated cost of maintenance is $15,000 per annum until the dikes 
and training walls are completed and $7,000 per annum thereafter. 
The mean tidal range is 3.4 feet at the mouth and, on low water, 1.2 
feet at Hartford. For map, see Annual Report for 1913, page 1602. 

Condition at end of fiscal year .—Two parallel jetties at Saybrook, 
training walls at Hartford, Clay Banks, Glastonbury, and Sears 
Shoal, and spur jetties at Press Barn, have been constructed; the 
bank at Cys Hollow has been revetted; and a channel has been 
dredged 300 feet wide and 15 feet deep through the bar at the mouth 
of the river, and thence 12 feet deep and 100 feet wide to Hartford. 
The existing project is about 80 per cent completed. On June 30, 
1916, the controlling depths at mean low water were 15 feet across 
the Saybrook bar and thence 10J feet to Hartford. Owing to freshet 
the available depth to Hartford has been 12 feet or more since the 
opening of navigation this spring. The expenditures under the 
existing project to the end of the fiscal year are: For new work, 
$139,030.89; for maintenance, $99,342.44; total, $238,373.33. The 
jetties, training walls, dikes, and revetment are in fair condition, 
except that the east jetty at Saybrook needs extensive repairs. Some 
minor repairs are needed to the west jetty and some of the other 
structures named above. 

Local cooperation .—No conditions for local cooperation were pre¬ 
scribed by law. On various occasions between 1884 and 1904, when 
funds for maintenance were lacking or insufficient, channels through 
the various bars sufficient to pass a regular line of steamboats were 
maintained by dredging by the Hartford & New York Transporta¬ 
tion Co., at a cost of $28,384.18. Previous to 1868 dredging and 
regulation work were done by private and municipal interests at 
a cost in excess of $93,000. 

Effect of improvement .—The work done has afforded the city of 
Hartford and other river ports the advantage of water transporta¬ 
tion and has effected a reduction in the rates on bulk commodities. 

Proposed operations. —It is proposed to apply the funds available 
after the completion of the maintenance dredging now in progress, 
including funds appropriated by the river and harbor act approved 
July 27, 1916, to repairing the west jetty at Saybrook, to minor 
repairs to other training walls, dikes, and revetments, and to the 
maintenance of the channels. It is expected that the following work 
will be completed or under contract and the available funds ex¬ 
pended or covered before the end of the fiscal year ending June 30, 
1917: 


1,200 tons riprap stone in place, at $1.75_$2,100. 00 

Repairs to spur dikes and revetment_ 200. 00 

Administration, inspection, and contingencies_ 239. 34 

___ $2, 539 34 

Dredging, 90,000 cubic yards, at 15 cents_ 13, 500. 00 

Administration and inspection_t_ 1, 500, 00 

- 15, 000. 00 


Total available funds_ 17, 539. 34 











RIVER AND HARBOR APPROPRIATION BILL. 


33 


It is proposed to apply the funds for which estimate is submitted 
to the maintenance of the river channel, to the repair of the east jetty 
at Saybrook, and to the revetment of the Press Barn reach. Mainte¬ 
nance of project depth requires annual dredging after the subsidence 
of the spring freshet. Without such dredging the present passenger 
and freight traffic could not be carried on. The Saybrook jetties are 
necessary to protect and maintain the entrance channel. The east 
jetty, never built to full project cross section, has had no repairs since 
1905, and such work is now badly needed. If repairs are not made, 
not only will the petty rapidly deteriorate but the channel will be 
endangered. Revetment of the Press Barn reach is needed to keep 
the channel in its present position. The southerly bank of this reach 
is cutting at the rate of from 25 to 50 feet per year, with the result 
that the channel is not only constantly changing, but is filled by the 
eroded material. The following estimate for the above-named work 
is submitted, arranged in the order of its relative importance: 


Dredging 80,000 cubic yards, at 15 cents___$12, 000 

10,000 long tons riprap, for repair of east jetty at Saybrook, at $1.75_ 17, 500 

Administration, inspection, and contingencies_ 3, 500 


For maintenance_ 33, 000 

Revetment of Press Barn reach, 5,300 linear feet, including administra¬ 
tion and inspection, at $7 per linear foot, for new work_ 37,100 


Total estimate_ 70,100 


Commercial statistics .—The principal items of freight for the cal¬ 
endar year were coal, general merchandise, stone, and fertilizer, car¬ 
ried principally in barges and steamers drawing 10 to 12 feet* 

Comparative statement. 


[Including Elghtmile River.] 


Calendar year. 

Short tons. 

Value. 


644,633 

559,728 

641,562 

$38,843,681.52 
35,193,842.88 
39,835,837.24 





Amount expended on all projects from July 4,1836, to July 30,1916: 


New work_-— $426, 405. 18 

Maintenance- 465, 690. 91 


Total_ 892, 096. 09 

Balance available for fiscal year ending June 30, 1917- 17, 539. 34 

Amount (estimated) required to be appropriated for completion 

of existing project- 37, 969. 00 


Amount that can be profitably expended in fiscal year ending June 
30. 1918: 

For works of improvement- 37,100. 00 

For maintenance of improvement- 33,000.00 


Total_-_ 70,100. 00 


H. Rept. 1289, 64-2--3 
































34 


RIVER AND HARBOR APPROPRIATION BILL. 


HOUSATONIC RIVER, CONN. 

Location and description. —The river rises in northwestern Massa¬ 
chusetts, flows south 130 miles through Massachusetts and Connecti¬ 
cut, and empties into Long Island Sound at Stratford, 5 miles east 
of Bridgeport Harbor. 

Condition at the end of fiscal year. —The project is about 93 per¬ 
cent completed. The breakwater at the mouth of the river is of 
project length; the inner arm of project cross section and the outer 
arm of project height but with top width of 8 feet and outer slope 
of 1 on 1J, instead of the full project dimensions, the lesser dimen¬ 
sions having proved sufficient; the Stratford Dike is 1,115 feet long, a 
small jetty has been built at Sow and Pigs Bocks, and the channel 
has been dredged to project dimensions. The controlling depths are, 
at mouth of river, 7 feet, and thence 5 feet to Shelton. To complete 
the project requires the enlargement of the outer arm of the break¬ 
water to provide a top width of 12 feet and an outer slope of 1 on 2, 
which is not required for permanence, and the extension of the Strat¬ 
ford dike not more than 385 feet. The expenditures to the end of 
the fiscal year have been, for new work, $228,664.26; for maintenance, 
$103,575.48; total, $332,239.74. The proportionate cost of completed 
work is less than the estimate, the saving amounting to $27,085.74. 
The improvement as it now exists was completed in 1914. The break¬ 
water, dike, and jetty are in good condition. 

Local cooperation. —No conditions for local cooperation were pre¬ 
scribed by law at the time of the adoption of the project or its modi¬ 
fications. A considerable amount of dredging has been done by pri¬ 
vate parties at the outer bar to obtain material for oyster beds, the 
cost and extent of which is not known. 

Effect of improvement. —The improvement has afforded the towns 
of Stratford, Derby, and Shelton the advantage of water transpor¬ 
tation of bulk freight, and has had the effect of materially reducing 
the freight rater to these points. 

Proposed operations. —It is proposed to apply the available funds, 
including the funds appropriated by the river and harbor act ap¬ 
proved July 27, 1916, to restoring the bar channels to full project 
dimensions and to the extension of the Stratford dike not to exceed 
200 feet. It is estimated that the following work will be done during 
the fiscal year ending June 30, 1917, which will exhaust the available 
funds: 


Maintenance dredging, 28,000 cubic yards, at 30 cents_$8, 400. 00 

Administration, inspection, and contingencies_ 825. 66 

- $9, 225. 66 

Extension of Stratford dike, 4,000 tons of riprap stone in 

place, at $1.40_ 5,600.00 

Administration, inspection, and contingencies_ 400. 00 

- 6,000.00 


Total available funds_ 15, 225. 66 


The constantly increasing commerce of this river (now reported 
larger by 25,000 tons than at any time during the past 12 years) is 
greatly hampered by even a very slight deterioration of the channel. 
Frequent (usually annual) dredging is necessary to preserve the 
project dimensions. The extent of the shoaling is dependent on 









RIVER AND HARBOR APPROPRIATION BILL. 


35 


freshets, hence the amount of dredging can not be definitely foreseen. 
Sufficient funds should be on hand when, navigation opens in the 
spring to quickly restore the channels to project dimensions. The 
following estimate for dredging in the fiscal year ending June 30, 
1918, is based on past experience : 


Maintenance dredging, 24,000 cubic yards, at 30 cents_$7,200 

Administration, inspection, and contingencies_ 800 

Total estimate, for maintenance_ 8, 000 


( ommercial statistics .—The principal items of freight for the cal¬ 
endar year are coal, petroleum products, and oyster shells, carried 
principally in steamers, barges, and schooners drawing from 6 to 9^ 
feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

114,183 

114,988 

$1,023,558.99 
1,131,813.54 
1,549,338.10 

1914. 

1915.. 

141,583 



Amount expended on all projects from March 3, 1871, to June 30, 

1916: 

New work_$228, 664. 26 

Maintenance_ 103, 575. 48 


Total_ 332, 239. 74 

Balance available for fiscal year ending June 30, 1917- 15, 225. 66 

Amount (estimated) required to be appropriated for completion of 

existing project-- 40, 836. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 8, 000. 00 


PORT HENRY HARBOR, N. Y.-NEW PROJECT. 

Report of the 1 Chief of Engineers, printed in House Document 
No. 369, Sixty-fourth Congress, first session: 

Port Henry is located on the southwest shore of Lake Champlain, 2 miles 
northwest of Crown Point. It is the distributing point of the Port Henry iron- 
ore district, the principal mines being at Mineville, about 6 miles back from 
the lake shore and connected with Port Henry by rail. The annual shipments 
of ore during the past three years have averaged about 800,000 tons, and the 
receipts, chiefly coal and merchandise, have averaged from 125,000 to 170,000 
tons. Only about 5 per cent of this commerce is now handled by water, on 
account of the small depth of Lake Champlain Canal, but the enlargement of 
this canal to a depth of 12 feet is approaching completion. To assist in the 
development of the port the State of New York has adopted a project for the 
construction of a modern terminal at considerable cost. The present depth 
of water along the wharves is from 5 to 6 feet at low lake level, gradually 
increasing to the eastward. The district officer, who is also the division en¬ 
gineer, believes that the harbor should be given a depth sufficient to permit its 
use by boats of the maximum dimensions which the canals admit. He submits 
a project providing ultimately for the dredging of a strip 1,000 feet wide, cover¬ 
ing an area of about 50 acres, to a depth of 12 feet at low lake level, and pro¬ 
tecting this area by a breakwater, at a total estimated cost of $385,500. Pending 
the development of a commensurate commerce, however, he proposes to limit 
the improvement to the dredging of a strip 500 feet wide, covering an area 
of about 40 acres, at a total estimated cost of $81,500, of which local interests 
offer to pay $10,000. 
























36 


RIVER AND HARBOR APPROPRIATION BILL. 


I concur in general with the views of the district officer and the Board of 
Engineers for Rivers and Harbors, and therefore report that the improvement 
by the United States of harbor at Port Henry, N. Y., is deemed advisable to the 
extent of dredging a strip 500 feet in width and 12 feet deep at low lake level, 
covering an area of about 40 acres, and indicated by the letters A, B, C, D, E, 
and F on the accompanying map, at a total estimated cost of $81,500, provided 
that no work shall be undertaken until local interests have contributed $10,000 
toward the cost of the work. 

OGDENSBURG HARBOR, N. Y.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
No. 663, Sixty-fourth Congress, first session: 

The present project for improvement of this harbor, adopted by the river 
and harbor act approved June 25, 1910, and completed in 1913, provides for 
deepening the several channels of the harbor to 19 feet at low water and for 
removing wholly the middle ground between the two lower entrance channels, 
at an estimated cost of $187,970. Under this and prior projects the United 
States has provided an upper entrance channel, a lower entrance channel and 
basin, and a channel about 1 mile in length along the city front wharves 
connecting the two entrances, all to a depth of 19 feet below low water on the 
Ogdensburg gauge. The upper entrance channel has a width of from 300 to 
450 feet, the narrowest part being at its inner end, where it joins the channel 
along the city front. The district officer states that there is difficulty in navi¬ 
gating around the bend at the junction of these channels, and there is also 
some difficulty at times in navigating the portion of the city front channel to 
the west of Caroline Street, where it abruptly decreases in width from 350 
to 200 feet. The necessary relief would be afforded by widening this part of 
the channel to 350 feet, easing the bend at the junction and widening the inner 
end of the upper entrance channel to 400 feet. The district officer estimates 
the cost of this work at $54,000. He believes that the expenditure involved 
is justified by the commercial importance of the harbor, which has a traffic 
of about 1,000.000 tons a year, and in this opinion the division engineer concurs. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the im¬ 
provement by the United States of Ogdensburg Harbor, N. Y., with a view to 
removing the point in the bend of the channel at the inner end of the upper 
entrance channel, opposite the mouth of the Oswegatchie River, and widening 
the channel is deemed advisable to the extent of widening the inner end of 
upper entrance to 400 feet, easing the bend at the junction of the upper entrance 
channel and city front channel, and widening the city front channel west of 
Caroline Street to 350 feet, approximately as indicated on the accompanying 
map, at a total estimated cost of $54,000 for first construction and $1,000 an¬ 
nually for maintenance. 


TORT CHESTER HARBOR, N. Y. 

Location and description .—Port Chester Harbor, located at the 
boundary between the States of New York and Connecticut, about 
32 miles, by water, east of the Battery, New York Cit} 7 , consists of 
the Byram River and a shallow bay at its mouth, about 100 acres in 
extent, opening into Long Island Sound. About 1 mile above its 
mouth, at the bead of navigation, the river is crossed by a fixed 
bridge. 

Existing project. —The existing project for improvement was 
adopted by river and harbor act of June 25, 1910 (H. Doc. No. 1165, 
60th Cong., 2d sess., with map). It provides for a channel 150 feet 
wide and 12 feet deep at mean low water from Long Island Sound 
to the southerly point of Fox Island; thence 100 feet wide and 10 
feet deep to 900 feet below the fixed bridge at Mill Street, including 


RIVER AND HARBOR APPROPRIATION BILL. 


37 


a turning basin opposite the steamboat landing; and thence 175 to 
100 feet wide and 3 feet deep to 100 feet below the fixed bridge. 
Estimated cost, $188,000, and $2,500 annually for maintenance. The 
length of the section included in the project is about If miles. Mean 
tidal range, 7.29 feet. 

Condition at the end of fiscal year. —The work done under all 
projects resulted in the removal in 1873 of Salt Rock to a depth of 
9 feet; the completion in 1894 of a rubblestone breakwater at Byram 
Point about 700 feet long; the removal to a depth of 10 feet of several 
areas of ledge rock obstructing the channel at and above Fox Island; 
and in dredging the channel where most needed from 1,900 feet 
below Fox Island to Willet Avenue, near the head of navigation. 
The breakwater is in good condition and serves its purpose. As the 
result of these improvements, navigation through the channel has 
been rendered safer and vessels of increased draft are employed in 
the commerce of the harbor. On June 30, 1916, there was available 
for navigation a channel of navigable Avidth and 12 feet depth up 
to Fox Island; thence about 9 feet up to about 1,800 feet above Fox 
Island; thence 8 feet to about 700 feet beloAv the steamboat wharf; 
thence to Willet Avenue 10 feet; above this no work has been done, 
and the existing depths are 2 feet or less. Up to June 30, 1916, 
about 47 per cent of the work proposed under the existing project 
had been completed, and the total expenditures thereunder amounted 
to $89,482.86—$87,794.44 for new work, $1,668.30 for maintenance, 
and $20.12 for maps, for which the appropriation was reimbursed 
by receipts from sales. 

To complete the project dredging remains to be done throughout 
the whole length of the channel and a number of obstructing ledges 
of rock at and above Fox Island require removal. 

Local cooperation. —No conditions have been imposed by law re¬ 
quiring local cooperation. About 1893 the local authorities, aided 
by private interests, expended $1,200 in dredging the channel above 
Fox Island previously excavated by the United States. 

Effect of improvement. —As the result of the improvement, trans¬ 
portation by water has been rendered easier and safer, Avhile the 
draft and registered tonnage of the largest vessels entering the har¬ 
bor haA r e increased. The financial benefits to the locality are indi¬ 
cated by the amount saved through the use of water instead of rail 
transportation for coal, iron, cement, sand, gravel, stone, brick, and 
lumber. This saving amounted to about $154,700 in 1915. 

Proposed operations. —The funds available June 30, 1916, together 
with those appropriated by the river and harbor act of July 27, 1916, 
will be expended for dredging in the channel opposite and below 
steamboat wharf to remove the bar which obstructs the approach to 
the wharves on the east side of the river and for removing rock 
projecting into the channel in the vicinity of Fox Island. It is ex¬ 
pected that this Avork will be commenced in the fall of 1916, and that 
the funds will be exhausted by May 1, 1917. 

The dredged channel below Fox Island is narrow and navigation 
through it is made difficult by sharp bends. At and above Fox Island 
the channel is narroAved by projecting ledges. These conditions 
should be remedied as soon as practicable. The funds, for which 


38 


RIVER AND HARBOR APPROPRIATION BILL. 


estimate is submitted in this report, will be expended for this purpose 
as soon as available, as follows: 


Dredging channel below Fox Island_$16, 000 

Continuing rock removal in channel at and above Fox Island- 10, 000 

Total_ 26, 000 


Commercial statistics. —As the result of a careful canvass it ap¬ 
pears that the tonnage and value of the commerce of this harbor, 
mainly in general merchandise, building materials, fuel, and raw 
materials, are as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

195,605 
199,12S 
206,556 

$6,359,430 
5,055,017 
9,976,999 

1914. 

1915. 



Possengers carried: None reported. 


Amount expended on all projects from June 10, 1872, to June 30, 

1916: 

New work_$162, 814. 56 

Maintenance_ 18,037.42 


Total__ 180, 851. 98 


Balance available for fiscal year ending June 30, 1917_ 28,160. 73 

Amount (estimated) required to be appropriated for completion of 

existing project_ 72, 032. 52 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for works of improvement_ 26, 000. 00 


PEEKSKILL HARBOR, X. Y. 

Location and description. —This harbor is an indentation about 
five-eighths of a mile long and 1^ miles wide in the eastern shore of 
the Hudson River, about 42 miles above the Battery. New York City. 
Peekskill Creek, whose source is about 14 miles northeast of the har¬ 
bor, empties into the Hudson River about one-half mile northwest of 
the wharves in Peekskill. The mouth of the creek up to Annsville is 
known locally as Annsville Creek, and the upper section, above the 
highway ah Tompkins Corners, as Peekskill Hollow Creek. The 
mouth of the creek is crossed by a bridge with draw span built bv the 
New York Central Railroad. 

Condition at the end of fiscal year. —The project was completed 
in 1899 at a cost of $19,400, which is $30,600 less than the estimated 
cost. The improved channel has a length of about 4,300 feet in the 
northern arm, 1,700 feet along the water front, and about 3,500 feet 
in the southern arm. The maximum mean low-water depth avail¬ 
able for navigation was about 9 feet. To June 30, 1916. the expendi¬ 
tures amounted to $30,428.79—$19,400 for new work: $11,026.19 for 
maintenance; and $2.60 for maps, for which the appropriation was 
reimbursed by receipts from sales. 

Local cooperation. —There have been no conditions imposed by law 
requiring local cooperation. Prior to 1913 the local authorities ex- 























RIVER AND HARBOR APPROPRIATION BILL. 


39 


pended $909 in removing shoals formed by the deposit of sewage, and 
private interests expended $150,000 in tiie construction of a public 
wharf and $10,000 in dredging in front of it. 

Effect of improvement. —The improvement has resulted in compe¬ 
tition which holds freight rates at a reasonable figure. The financial 
benefits to the locality are indicated by the amount saved through 
the use of water instead of rail transportation for brick, cement, 
sand, crushed stone, paving blocks, lumber, iron (pig and scrap), 
cast iron and steel manufactures, grain, and coal. This saving 
amounted to about $53,400 in 1915. 

Proposed operations. —The funds available June 30, 1916, together 
with funds appropriated by the river and harbor act of July 27, 
1916, will be expended in dredging for maintenance. An examina¬ 
tion made in June, 1916, shows that shoaling has occurred practi¬ 
cally throughout the whole length of the dredged channel; these 
funds will not be sufficient to restore it to its projected dimensions. 
It is estimated that to accomplish this $3,500 will be required. The 
following estimate of funds for the fiscal year ending June 30, 1918, 
is accordingly submitted: 


Dredging for maintenance_$3, 000 

Engineering, superintendence, and contingencies_ 500 

Total_ 3, 500 


The last work done in this locality was for maintenance and was 
completed in November, 1911. 

Commercial statistics. —As the result of a careful canvass in 1916 
it appears that the commerce of this harbor, mainly in building ma¬ 
terials, coal, iron and steel and manufactures, is as follows: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

Passengers 

carried. 

1913 i. 

308,173 
127,752 
152,854 

$9,880,198 

2,402,275 

3,777,619 

( 8 ) 

8,020 

22,417 

1914. 

1915. 



It would seem from the investigation made during the canvass of 1915 that the statistics for 1913 are 
unreliable. 

J None reported. 


Amount expended on all projects from June 3, 1896, to June 30, 

1916: 

New work_$19, 400. 00 

Maintenance_‘_ 11, 028. 79 


Total_ 30,428.79 


Balance available for fiscal year ending June 30, 1917- 2, 555.11 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 3, 500. 00 


NEW YORK HARBOR: AMBROSE, MAIN SHIP, BAY SIDE, AND GEDNEY 

CHANNELS. 

Location and description. —The works included under the above 
title are in the Lower Bay, New York Harbor. The distance of the 
Lower Bay from Boston Harbor, Mass., by water is 330 miles, 























40 


RIVER AND HARBOR APPROPRIATION BILL. 


southwest; the distance by water from the entrance to Delaware 
Bay, N. J. and Del., is 165 miles, northeast. New York Harbor 
consists of the Upper Bay, 4 miles long and 4 miles wide, connected 
with the Lower Bay by the Narrows, over a mile in width. The 
Lower Bay is triangular, extending 12 miles inland, with one side 
about 6 miles long open to the sea, from which it is separated by 
a broad bar crossed by five channels. Two of these channels have 
been improved under this title—Ambrose Channel and the Gedney- 
Bayside Channel, with its extension, Main Ship Channel. The 
inner end of these channels is 10 miles south from the Battery, New 
York City. 

Existing project .—The existing project provides for deepening by 
dredging two entrance channels to New York Harbor, as follows: 

(a) An entrance via Main Ship-Bayside-Gedney Channel, to be 
1,000 feet wide and 30 feet deep at mean low water; mean rise of 
tide, 4£ feet; length, about 10J miles. The estimated cost of original 
work was $1,490,000 (Annual Report for 1887, pt. 1, p. 62) and of 
maintenance $100,000 a year. The first appropriation was made by 
act of Congress dated July 5, 1884. The dimensions were fixed by 
the Secretary of War December 27, 1886, under authority of act of 
Congress of August 5, 1886 (Annual Reports for 1887, pt. 1, p. 62, 
and 1888, pt. 1, p. 63) ; date of adoption, July 5, 1884. 

(b) An entrance via Ambrose (formerly East) Channel, to be 
2,000 feet wide and 40 feet deep at mean low water; mean rise of 
tide, 4J feet; length, about 7J miles. The estimated cost of original 
work was $6,688,000 (H. Doc. No. 159, 55th Cong., 3d sess., p. 2) ; 
the expenditure originally authorized was $4,000,000 increased to 
$5,148,510 by act of Congress of March 2, 1907. This part of the 
project was adopted by the river and harbor act of March 3, 1899. 
Map of Ambrose Channel is printed at page 1734 of Annual Report 
for 1914. 

(c) The river and harbor act of June 25, 1910, appropriated 
$200,000 for “ Improving New York Harbor, N. Y., for maintenance, 
including Ambrose Channel.” Similar provisions in the successive 
river and harbor acts of 1911, 1912, and 1913 have combined the 
maintenance of the entrance channels under one head. As nearly as 
can now be estimated, the annual cost of this maintenance will not 
exceed $200,000. (Annual Report for 1914, p. 241.) 

Condition at the end of fiscal year .—The existing project is en¬ 
tirely completed—the Main Ship-Bayside-Gedney Channel in 1891 
and Ambrose Channel in 1914. The depth in the Main Ship-Bay¬ 
side-Gedney Channel has been increased from 23.7 feet to 30 feet. 
The width, dredged to 1,000 feet, has since decreased to 500 feet in 
the narrowest part of Main Ship Channel. The depth in Ambrose 
Channel has been increased from 16 feet to 40 feet over a width of 
2,000 feet, and has been fully maintained. The maximum draft 
which can now be carried through these channels at mean low tide 
is: Main Ship-Bayside-Gedney Channel, 30J feet; Ambrose Chan¬ 
nel, 40 feet. Ships under steam are liable to draw from 1 to 4 feet 
or more in excess of their drafts at piers. The 30-foot channel was^ 
constructed at 2 per cent above the estimated cost, due to shoaling 
during progress. The 40-foot channel, estimated to cost $6,688,000, 
was constructed at a saving of about $1,500,000. In the table fol¬ 
lowing is shown the total expenditures to June 30, 1916: 


RIVER AND HARBOR APPROPRIATION BILL. 


41 


Local cooperation. —None has been required. The city of New 
York has built and owns many piers along the water front, and it is 
constantly increasing its investment in these structures. Some of 
these piers are built for special lessees; many of them are leased under 
competitive offers; a few are open to transient vessels at stated rates. 
The cost or value of these piers is difficult to estimate; it amounts to 
many millions of dollars. Municipalities in the State of New Jersey r 
and the State itself, are preparing for similar works. 

Effect of improvement. —The effect upon freight rates is not trace¬ 
able, being obscured by various other causes. The improvement has 
made it possible for the largest ships to enter and leave at all normal 
stages of tide; without it none of them would have been able to 
enter or leave the harbor when loaded. 

Proposed operations. —The funds now available for maintenance r 
including Ambrose Channel, Gedney and Main Ship Channels, will 
be applied to maintenance of New York Harbor by collection and 
removal of drift, under authority of the river and harbor act of 1915, 
involving expenditures of approximately $5,000 a month during 
summer and $3,000 a month during winter, and to removal of shoals 
in the channels as they may occur. The funds available for Ambrose 
Channel will meet all anticipated expenditures until June 30, 1918, 
»nd no further appropriation is now needed. These funds will be 
applied to the maintenance of United States plant when not at 
work, and to removal of shoals should any be found in the channel. 

The funds estimated for profitable expenditure during the year 
ending June 30, 1918, it is proposed to apply to maintenance by col¬ 
lection and removal of drift, at the rates of expenditure above named, 
and to removal of shoals such as may be found to obstruct the 
channels. 

Commercial statistics. —No complete record of domestic or coast¬ 
wise commerce are available. The following table contains a record 
of foreign commerce only: 

Projects for Main Ship, Bayside, and Gedney Channels and maintenance, includ¬ 
ing Ambrose Channel. 



For new work. 

For mainte¬ 
nance. 

Total. 

30-f fW "'t 4*nf.r<lTirtA - . 

i $1,634,554.52 

$1,179,446. 81 
557,848.75 

$2,814,001.33 

557,848.75 

40-foot entrance.......-. 

40-foot entrance *.-.. 


1,634,554.52 

3 5,210,358.30 

1,179,446.81 
192,365.55 

2,814,001.33 

5,402,723.85 

Tnt.al . 

6,844,912.82 

1,371,812.36 

8,216,725.18 



* Includes $116,530 applied to removing wreck and sunken rock, 1868 and 1873 (H. Doc. No. 1491, 63d 
Cong., 3d sess.). 

* Ambrose Channel. . __ _ 

* Exclusive of $41,479.12 applied to rock off Pier A, North River. 


Comparative statement. 


Fiscal year. 

Short tons. 

Value. 


15,552,676 

$2,140,243,057 


15,238,057 

2,056,847,222 

2,216,337,513 


17,885,893 



























42 


RIVER AND HARBOR APPROPRIATION BILL. 


MAINTENANCE, INCLUDING AMBROSE CHANNEL AND GEDNEY AND MAIN SHIP 

CHANNELS. 

Amount expended on all projects from July 5, 1884, to June 30, 


1916: 

New work_$1, 634, 554. 52 

Maintenance___ 1,179, 446. 81 

Total___ 2, 814, 001. 33 

Balance available for fiscal year ending .Tune 30, 1917_ 57. 455. 30 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 40, 000. 00 

AMBROSE CHANNEL—IMPROVEMENT. 


Amount expended on all projects from Mar. 3, 1899, to June 30, 


1916: 

New work_ 5, 210, 358. 30 

Maintenance___ 192, 365. 55 

Total__ 5, 402, 723. 85 

July 1, 1916, balance available_ 128, 515. 07 


NEW YORK HARBOR, N. Y., UPPER BAY, OPPOSITE ANCHORAGE GROUNDS- 

NEW PROJECT. 

The following report of the board of engineers, in which the Chief 
of Engineers concurs, is printed in House Document 518, Sixty- 
third Congress, second session: 

This is a report on plan and estimates of “ New York Harbor, N. Y., upper 
bay, with a view to improving channel opposite anchorage grounds.” The 
main anchorage grounds in upper New York Bay are located on the west side 
of the main channel, along the .lersey shore, and in order to provide sufficient 
area, these anchorages extend out into the deep water, leaving a minimum 
channel width of 370 feet for vessels drawing 40 feet and over and 1,000 feet 
for vessels drawing 30 feet. Experience with enormous traffic in this harbor 
indicates that this width is insufficient. 

To provide the necessary unobstructed channelway, a plan of improvement 
is proposed for a channel 2,000 feet wide and 40 feet deep, the west side of 
the channel to skirt the eastern edge of the anchorage grounds. The project 
proposed is in effect an extension of the Ambrose Channel into and through 
the upper bay and may be considered as a necessary enlargement of the 
existing project. An estimate for the excavation of this channel with the 
regular New York Harbor dredges is presented in the sum of $830,000, and the 
district officer and the division engineer are of opinion that the demands of 
navigation are sufficient to warrant the improvement at this cost. No accurate 
estimate for maintenance can be given, but the district officer states that it 
will probably not exceed $50,000 annually, and may fall much below that sum. 

The dimensions proposed for this channel correspond with those of the Am¬ 
brose Channel of entrance to New York Harbor, and it appears from experi¬ 
ence that practically such dimensions are required to meet the constantly in¬ 
creasing demands of navigation, particularly during foggy weather, at which 
time a commodious channel is essential to insure reasonable safety. 

The board concurs in the views of the district officer and the division en¬ 
gineer and recommends an extension of the improvement of New York Harbor 
and Ambrose Channel to include the work proposed above and shown on the 
accompanying map, at an estimaied first cost of $830,000 and such sum as 
may be necessary for maintenance. 



















RIVER AND HARBOR APPROPRIATION BILL. 


43 


HUDSON RIVER CHANNEL, NEW YORK HARBOR. 

Location and description. —The Hudson River empties into the 
Upper Bay of New York Harbor at the Battery, New York City. 
The section of the river included in the project for improvement 
under this title extends from a line joining the Battery and Ellis 
Island to the northern limits of New York City, a total distance of 
about 16 miles. The width of the river between pierhead lines is 
3,900 feet at the Battery, gradually decreasing to 2,750 feet at West 
Fourteenth Street, New York City, and 2,725 feet at West Fifty- 
ninth Street; thence widening to 5,400 feet at Spuyten Duyvil 
Creek, which width it maintains to the northern boundary of New 
York City. 

Existing project. —This project (H. Doc. No. 719, 62d Cong., 2d 
sess.) was adopted by river and harbor act of March 4, 1913, as 
modified by river and harbor act of March 4, 1915 (see Annual Re¬ 
port for 1914. pp. 234 and 235), and provides for a channel 800 feet 
wide and 30 feet deep at mean low water from deep water off Fllis 
Island to 1,300 feet below the foot of Newark Street, Hoboken; 
thence to Castle Point and the removal of a shoal to a depth of 40 
feet: a channel 550 feet wide and 26 feet deep along the Weehawken- 
Eclgewater water front; the removal to a depth of 40 feet of ledge 
rock lying about 1,000 feet southwest of Pier A at the Battery; 
the removal of a shoal on the New York side, between West Nine¬ 
teenth and Thirty-second Streets, to a depth of 40 feet; and the 
removal of an obstruction north of the mouth of Spuyten Duyvil 
Creek to the depth of the surrounding river bottom. Estimated 
cost, $1,570,000. No estimate for maintenance is given, as the 
amount required can be determined only from experience. The 
length of the projected channel in the Jersey City-Hoboken water 
front is about 3 miles, and of the channel in the Weehawken-Edge- 
water water front about 5 miles. The total length of river included 
in the improvement is about 16 miles. Mean tidal range at the 
Battery 4.4 feet; at the mouth of Spuyten Duyvil Creek 3.7 feet. 
(For latest published map see Annual Report for 1915, p. 2144.) 

The act of March 4, 1915, provided for the maintenance of New 
York Harbor and its immediately tributary waters by the collection 
and removal of drift, and authorized the Secretary of War to allot 
such amounts as may be necessary for the work from funds available 
for specific portions of New York Harbor and such tributaries. 

Condition at the end of fiscal year. —The work done under all proj¬ 
ects has resulted in removing rock off Pier A to 38 feet; in dredging 
a channel in the Jersey City water front 200 feet wide and 30 feet 
deep; in completing the removal of the shoal in the Hoboken water 
front to a depth of 40 feet; and in dredging a channel in the Wee- 
lia wken-Edgewater water front 250 feet wide and 26 feet deep. The 
controlling depths on June 30, 1916, in the dredged channels are esti¬ 
mated at 30 feet in the Jersey City water front; 40 feet in the Hobo¬ 
ken water front, and 24 feet in the Weehawken-Edgewater water 
front. Up to June 30, 1916, about 36 per cent of the work proposed 
under the existing project had been completed, and the total expendi¬ 
tures thereunder amounted to $558,740.68—$558,623.81 for new work, 


44 


RIVER AND HARBOR APPROPRIATION BILL. 


and $116.87 for maps, etc., for which the appropriation was reim¬ 
bursed by receipts from sales and collections. 

To complete the project it is necessary to widen the channels in 
the Jersey City and Weehawken-Edgewater water fronts, to complete 
the removal of the rock off Pier A, to remove the shoal on the New 
York side, and to remove the obstruction north of Spuyten Duyvil 
Creek. 

Local cooperation. —There are no conditions imposed by law re¬ 
quiring local cooperation. 

Effect of improvement. —As the result of the improvement the 
largest trans-Atlantic steamers can now reach their piers at Hobo¬ 
ken, N. J., if skillfully maneuvered, and unusual activity is shown in 
making improvements in the Weehawken-Edgewater water front in 
the way of pier construction, pier extension, and in dredging in their 
vicinity. It is impracticable to ascertain what effect the improve¬ 
ment has had on freight rates. 

Proposed operations. —The funds available June 30, 1916, together 
with those appropriated by the river and harbor act of July 27, 1916, 
will be expended in widening, by dredging, the channels along the 
Weehawken-Edgewater and the Jersey City water fronts. It is ex¬ 
pected that this work will be commenced in the fall of 1916, and that 
the funds will be exhausted about August 1, 1917. 

It is proposed to expend the funds, for which estimate is submitted 
in this report, as follows: 

For dredging slioal from West Nineteenth Street to West Thirty-second 


Street, Manhattan_$185, 000 

For rock removal, including ledge off Pier A_ 22, 000 

For removing obstruction north of Spuyten Duyvil Creek_ 3, 500 


Total_ 210, 500 


A shoal along the Manhattan water front obstructs the approach 
of deep-draft steamships to the piers, while the ledge off Pier A lies 
in the channel used by these vessels. They should therefore be re¬ 
moved as soon as practicable. The obstruction north of Spuyten 
Duyvil Creek has been the subject of numerous complaints and is a 
menace to navigation which should be removed. 

Commercial statistics. —As the result of a careful canvass, the com¬ 
merce of the section of the Hudson River included for improvement 
under this title consists of all classes of commercial products and 
manufactures, and is as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

Passengers 

carried. 

1913. 

64,517,302 
58,644,614 
63,458,291 

$2,958,075,917 
4,559,185,809 
6,410,144,119 

109,459,665 

106,253,639 

69,239,418 

1914. 

1915. 



The tonnage is^ carried in vessels ranging in loaded draft from 
about 7 feet at all stages of the tide up to 38 feet at high water. 


















RIVER AND HARBOR APPROPRIATION BILL. 45 

Amount, expended on all projects from March 4, 1913, to June 30, 

1916, new work-$627, 719. 80 

Balance available for fiscal year ending June 30, 1917_ 465, 823. 68 

Amount (estimated) required to be appropriated for completion of 

existing project_ 545, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for works of improvement_ 210, 500. 00 


HUDSON RIVER CHANNEL, NEW YORK HARBOR, N. Y.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1697, Sixty-fourth Congress, second session: 

The section of the harbor included under the name of Hudson River Channel 
extends from Ellis Island to the northern limits of New York City, a distance of 
about 16 miles. The width of the river within these limits varies from 2,725 
to 5,400 feet. Originally the widths at various points were much greater, but 
they have been reduced as a result of water-front improvements and successive 
advances of the pierhead line to permit the lengthening of piers in keeping pace 
with the continuing increase in the size of trans-Atlantic steamships. A channel 
having a mean low-water depth of 40 feet and over and a minimum width of 
1,000 feet extends throughout and some distance beyond the section covered by 
this examination. There are three extensive shoal areas bordering the channel 
in this reach, however, one off the Jersey City shore, extending from Ellis Island 
to Castle Point; one on the same shore, from Weehawken to above the northern 
limits of New York City; and the third on the New York shore, from West 
Nineteenth to about West Seventy-fifth Streets. Some work on each of these 
shoals is contemplated under the present project, including the removal of the 
last-named shoal from West Nineteenth Street to West Thirty-second Street. 
Between West Forty-fourth and West Fifty-sixth Streets the city of New York 
has undertaken the construction of one pier 1,000 feet long, and proposes 
to construct two additional long piers at this site practically in continu¬ 
ation of the work now in progress. In order that these piers may be 
available for use by trans-Atlantic steamships upon completion, the dis¬ 
trict officer believes that the shoal along this front should be removed to a 
depth of 40 feet at mean low water from West Thirty-second Street to 
West Sixty-first Street. Between the Battery and Canal Street the channel 
is too narrow for safe navigation by the trans-Atlantic vessels, especially in view 
of the enormous traffic in this section by vessels traveling in all directions. In 
the opinion of the district officer, giving due consideration to economy, a width 
of 2,000 feet for the 40-foot channel in this section should be adopted for the 
present. He reaches the conclusion, in which the division engineer concurs, that 
the locality is worthy of additional improvement at the present time to the extent 
indicated, at a total estimated cost of $1,320,000. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the 
further improvement by the United States of the Hudson River Channel, New 
York Harbor, is deemed advisable to the extent of removing the shoal along the 
New York water front between West Thirty-second and West Sixty-first Streets 
to a depth of 40 feet, and increasing to 2,000 feet the width of the 40-foot 
channel between the Battery and Canal Street, Manhattan Borough, at an esti¬ 
mated cost of $1,320,000. The annual cost of maintenance can not be estimated 
at the present time, but the indications are that it will be nominal. The first 
appropriation should be $600,000, and the balance should be appropriated so as 
to complete the work within a period of three years. 

NEW YORK HARBOR, BAY RIDGE AND RED HOOK CHANNELS-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 863, 
Sixty-third Congress, second session: 

These channels lie along the east shore of the Upper Bay, New York Harbor, 
and, with Buttermilk Channel, from an easterly channel along the Brooklyn 
water front from the Narrows to the East River. The combined length of Bay 
Ridge and Red Hook Channels is 4 \ miles. 






46 


RIVER AND HARBOR APPROPRIATION BILL. 


There ;ire submitted herewith, for transmission to Uongress, reports dated 
October 14 and December 15, 1913, with maps, by Col. S. W. Itoessler, Corps of 
Engineers, on preliminary examination and survey, respectively, of New York 
Harbor, N. Y., with a view to securing additional width in Bay Bulge and Bed 
Hook Channels, authorized by the river and harbor act approved March 4, 1913. 

The existing project for improvement of these channels, adopted in 1899, 
provides for a depth of 40 feet and a width of 1,200 feet. The commerce of the 
locality lias grown from about 850,000 tons in 1886 to about 8,500,000 tons in 
1913, and much larger vessels are now in use than formerly. The district 
officer reports that at the lower part of Bay Ridge Channel and the upper part 
of Bed Hook Channel the width of 1,200 feet provided under the existing 
project is sufficient for present and anticipated needs, but he believes that some 
widening at and below the bend where Bay Ridge and Red Hook Channels meet 
is necessary. The area of the proposed widening, as shown on accompanying 
map, comprises a triangle of approximately 90 acres at the junction of the two 
channels, the maximum additional width to be obtained being about 1,000 feet 
where it is most needed. The estimated cost of this work is $920,000. In the 
opinion of the district officer the further improvement of the locality as pro¬ 
posed is worthy to be undertaken by the United States, and in this opinion the 
division engineer concurs. 

I concur with the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the 
further improvement of New York Harbor, N. Y., with a view to securing ad¬ 
ditional width in Bay Ridge and Red Hook Channels, is deemed advisable to 
the extent of dredging a triangular area of about 90 acres at the junction of 
said channels, as proposed by the district officer and indicated on the accom¬ 
panying map, at an estimated cost of $920,000 for first construction and about 
$25,000 annually for maintenance. 

NEW YORK HARBOR, N. Y., BETWEEN STATEN ISLAND AND HOFFMAN 

I SLA N D-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 625, 
Sixty-fourth Congress, first session: 

Hoffman Island is mainly an artificial island of about 11.5 acres, situated 
about 7,000 feet due south from the southeast point of Staten Island. The 
island belongs to the quarantine department of the port of New York, and is 
a receiving station for persons suspected of having contagious diseases, or who 
have been exposed to such diseases. Situated 4,500 feet farther south is 
Swinburne Island, having an area of about 1.9 acres, which is maintained by 
the quarantine department for the detention of actual sufferers from contagious 
disease. Both of these islands are west of the West Bank and can not be ap¬ 
proached from the main channel to the east on account of the shoal water. 
The only approach which is now extensively used is the one from the north, 
but the depths in this channel are insufficient for vessels of the size best adapted 
to the quarantine work. The improvement desired by the quarantine author¬ 
ities is a channel sufficient to accommodate vessels of 15 feet draft, or 16 feet at 
mean low water. The district officer, who is also the division engineer, submits 
estimates of cost for providing a channel of this depth and 200 feet wide to 
Hoffman Island, amounting to $118,000, and for extending the channel to Swin¬ 
burne Island, amounting to $142,000, a total of $260,000. In view of the im¬ 
portance of the quarantine service to the great commerce of the port of New 
York, he expresses the opinion that it is advisable for the United States to 
undertake the improvement of the locality to this extent. 

I concur in the views of the district officer and the Board of Engineers for 
Rivers and Harbors, and therefore report that the improvement by the United 
States of New York Harbor, N. Y., between Staten Island and Hoffman Island, 
is deemed advisable to the extent of providing a channel 200 feet wide and 16 
feet deep at mean low water from bell buoy 13A to Hoffman Island, with an 
extension to Swinburne Island, as shown on accompanying map, at an estimated 
cost of $260,000 for first construction and $6,000 annually for maintenance. 


RIVER AND HARBOR APPROPRIATION BILL. 


47 


NEW YORK HARBOR, N. Y.-REMOVAL OF CRAVEN SHOAL-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
Xo. 557, Sixty-fourth Congress, first session: 

Craven Shoal lies in the west part of the main channel from lower New 
York Bay to upper New York Bay, a mile south of the Narrows and If miles 
above the head of Ambrose Channel. The minimum depth on the shoal is 19.6 
feet. Sailing vessels and tows of barges are prohibited by law from using 
Ambrose Channel, but in order to avoid 'striking the buoys marking Craven 
Shoal they are practically forced to follow the same track as steamers at this 
point. The district officer, who is also the division engineer, submits an esti¬ 
mate of cost amounting to $30,000 for removing the shoal to a depth of 30 
feet, and expresses the opinion that this work is worthy of being undertaken 
by the United States. It seems probable that the shoal, once removed, would 
not form again and the cost of maintenance may be regarded as negligible. 

I concur in the views of the district officer and the Board of Engineers for 
Rivers and Harbors, and therefore report that the improvement by the United 
States of New York Harbor, N. Y., with a view to the removal of Craven 
Shoal, is deemed advisable to the extent of removing said shoal to a depth 
of 30 feet at mean low water, at an estimated cost of $30,000. It is recom¬ 
mended that the work be authorized as part of the project for improving New 
York Harbor, including Ambrose Channel, in which case no separate appro¬ 
priation will be required. 

BLACK ROCK HARBOR, N. Y., TRANSFER OF FUNDS TO MAINTAIN AND WIDEN 
LAKE ERIE ENTRANCE TO BLACK ROCK HARBOR AND ERIE BASIN. 

Statement of Col. Harry Taylor, Corps of Engineers, United States 
Army, before the Committee on Commerce, United States Senate, 
February 1, 1915: 

The Acting Chairman. Colonel, you have suggested that there are one or 
two additional items that you desire to suggest. Will you please state them to 
the committee. 

Col. Taylor. There are two items, the first with reference to the improvement 
of Black Rock Harbor, N. Y. That is not in the bill at all. I would like to 
suggest the following amendment: 

“ Improving Black Rock Harbor, N. Y.: The unexpended balances of appro¬ 
priations heretofore made and authorized for the improvement of Black Rock 
Harbor and Channel, N. Y., are hereby made available for maintenance of 
improvement of Lake Erie entrance to Black Rock Harbor and Erie Basin,, 
and for widening of the channel at the bend.” 

The conditions are shown on this map. Black Rock Harbor includes the con¬ 
struction of a lock and a portion of the channel up to the foot of what appears 
to be Maryland Street. Above that the open entrance is known as the Erie 
Basin. 

Senator Burton. Where is the lock? 

Col. Taylor. This [indicating] is the lock, outside. Black Rock Harbor ends 
at this point. This is the Erie entrance. We have had to complete the lock 
and all of the channel, and there is a considerable balance on hand. 

Senator Nelson. That is where the canal comes in? 

Col. Taylor. That is where the canal comes in? 

Senator Burton. Where is the terminus of the Government work? It is 
outside of this map, is it not? 

Col. Taylor. Yes; this does not show the lock at all. It is just below. 

Senator Burton. What is the distance over which the Government makes the 
improvement, from the lake to the improvement of the barge canal as prose¬ 
cuted by the State of New York? 

Col. Taylor. The barge canal entrance is at Tonawanda. 

Senator Burton. The terminus of what? 

Col. Taylor. The Black Rock Harbor improvement ends at this point, at the 
foot of Maryland Street. Above Maryland Street is another improvement, 


48 


RIVER AND HARBOR APPROPRIATION BILL. 


known as the Lake Erie entrance to Black Rock Harbor. They come under two 
separate appropriations, and the main object of this amendment is to con¬ 
solidate the two appropriation items and make the funds which we have on 
hand available for maintenance of this section [indicating] as well as the 
maintenance of that section. That is the object of the improvement. I would 
like also to call attention to the fact that, as worded, it authorizes the cutting 
off of that corner [indicating]. That has been found necessary for the reason 
that these large 600-foot boats coming down have found difficulty in making 
the turn. The funds which are on hand are ample to maintain all of this— to 
do this cutting off—and still have a considerable amount. 

Senator Burton. What would it cost to do the cutting-off work? 

Col. Taylor. $80,000, as estimated. Under the language of the bills as now 
worded, it authorizes us to make the necessary widening at the bends. That 
would be something that would be authorized, but under the old project It is 
not authorized. 

Senator Burton. This channel gives access to the barge canal, does it? 

Col. Taylor. Yes, sir; at the harbor of Tonawanda. 

Senator Burton. But the main entrance to the barge canal is at Tonawanda? 

Col. Taylor. Yes, sir; but all the large boats that go to Tonawanda now use 
this channel, and the commerce through this channel runs up into the hundreds 
of thousands. In a report dated October 10, 1914, the district officer states: 

“The Black Rock channel (canal) and lock were opened to navigation by the 
large vessels 400 to 600 feet long August 17, 1914, and the use by them of the 
approach through ‘ Lake Erie Entrance ’ has demonstrated, as anticipated, that 
the channelway at the angle off the northerly end of the New York State break¬ 
water is inadequate for making the required turn and not practicable for the 
long vessels without the aid of a tug.” 

“As hereinbefore stated, the Lake Erie Entrance is an essential part of the 
Black Rock waterway, and in view of the fact that funds on hand (and author¬ 
ized but not yet appropriated $300,000) are sufficient for the work herein pro¬ 
posed, in addition to completing all of the work remaining to be done on the 
Black Rock Harbor and Channel project, including the proposed extension of 
channel in Niagara River to Tonawanda (H. Doc. No. 658, 63d Cong., 2d sess.), 
it is recommended that this project be modified and extended to include the 
former “Lake Erie Entrance” to Black Rock Harbor and Erie Basin project 
and the additional channel excavation herein estimated at $80,000.” 

That is a new project, and it is not taken in by this bill or this amendment. 

Senator Burton. Is there any such condition as this, the ownership by the 
New York Central Railroad, or any other railroad, of the land accessible to 
that canal? 

Col. Taylor. I do not understand you. 

Senator Burton. Do they, or do they not, own the land that is adjacent to 
this canal? 

The Acting Chairman. The terminal facilities, you mean? 

Col. Taylor. Everything that goes to Tonawanda goes through this canal. 

Senator Burton. So its main use is through the channel to Tonawanda? 

Col. Taylor. Yes, sir; entirely so. 

Senator Burton. What do you understand by this terminal that is called the 
Erie Basin? 

Col. Taylor. That is in the Buffalo Harbor proper. They are going through 
this channel [indicating]. That is the old Erie Basin terminal. 

Senator Burton. Is that to be used for the Barge Canal, as a terminal? 

Col. Taylor. Yes, sir; it is. 

Senator Burton. Now, what they would do would be to gather their boats 
there and send them out through to Tonawanda, would it? 

Col. Taylor. Yes, sir. That [indicating] may be the entrance to the Barge 
Canal. There is another entrance at Tonawanda, I am sure. 

Senator Burton. Will you leave that map with us? 

Col. Taylor. Yes, sir. 

Senator Burton. There is no reason to believe that this improvement would 
inure to the benefit of any particular corporation, railroad companv, or other 
is there? 

Col. Taylor. No, sir; it is for the benefit of all the through traffic that goes to 
Tonawanda. 

Senator Burton. I see no objection to the adoption of that amendment. 


RIVER AND HARBOR APPROPRIATION BILL. 


49 


HARBOR AT GREAT SODUS BAY, N. Y. 

Location and description. —This is a nearly landlocked bay on the 
south shore of Lake Ontario, 27 miles west of Oswego Harbor, N. Y. 
The bay has a pier-protected entrance channel and is 2J miles long 
and one-half to IT miles wide with a depth of 18 to 40 feet. 

Condition at the end of fiscgl year. —Work in connection with the 
improvement of this harbor was commenced in 1829 and it has con¬ 
sisted in narrowing the entrance channel from the lake by the con¬ 
struction of two converging breakwaters connecting at their ends 
with two piers 438 to 473 feet apart, extending lakeward, together 
with the dredging necessary to secure and maintain a channel between 
the piers, 150 feet wide and 15 feet deep at low water. The struc¬ 
tures are all of the timber-crib type, 2,425 feet of the timber super¬ 
structure of the piers having been replaced with concrete. The east 
and west piers are 1,294 feet and 1,580 feet long and the east and 
west breakwaters 1,438 feet and 495 feet long, respectively. The 
existing project is completed. The extension of the west and east 
piers to their present length was completed during the fiscal years 
1884 and 1886, respectively, and the dredging of the channel to the 
15-foot depth was completed during the fiscal year 1890. The channel 
is unstable and requires annual redredging to maintain the project 
depth. The piers, where the timber superstructure has been replaced 
with concrete, are in good condition. The timber superstructure of 
the remainder of the piers and of the breakwaters is badly decayed. 
The controlling depth in the channel at the close of the fiscal year 
was 13 feet at low water. The total expenditures under the existing 
project to the end of the fiscal year were $249,472.92, of which 
$46,480 was for new work and $202,992.92 for maintenance. 

Local cooperation. —No conditions were imposed by law at the 
time of adoption of the project. The following work has been done 
for the benefit of the public with funds supplied by other sources 
than Congress: In 1911 the Northern Central Railroad Co. dredged 
a channel 500 feet long, 40 feet wide, and 14^ feet deep across the 
bar in front of coal trestle, 700 cubic yards of sand being removed 
at a cost of $136.26. 

Effect of improvement. —The improvement has facilitated navi¬ 
gation by furnishing an entrance channel to the bay of a depth suffi¬ 
cient to accommodate vessels able to pass the present Welland Canal 
locks, and is reported to have a material effect in controlling freight 
rates in bulk commodities, such as coal, grain, ore, and lumber. 

Proposed operations. —With the available funds it is proposed to 
redredge the entrance channel to the harbor during the season of 
1916, estimated cost $1,700; replace 428 linear feet of old, decayed 
superstructure on the east and west piers with concrete, estimated 
cost $15,500; and make necessary repairs to dredging plant and pier- 
repair plant, estimated cost $1,700. It is expected that this work 
of pier repair will be completed about June 30, 1917, and that the 
funds will be exhausted by that date. 

The entrance channel requires redredging annually. The timber 
superstructure of the east breakwater is badly decayed and should 

H. Kept . 1280. 64-2-4 , 



50 


RIVER AND HARBOR APPROPRIATION BILL. 


be rebuilt in concrete form. It is estimated that additional funds 
will be required for the fiscal year ending June 30, 1918, as follows: 


Redredging entrance channel and care and repairs to dredging plant_$3, 000 

Replacing timber superstructure on 1,424 linear feet of east breakwater 
with concrete___18, 500 


Total___21, 500 


Commercial statistics. —The receipts consisted of a small quantity 
of feldspar and the shipments of hard and soft coal. Coal, which 
comprised 98.8 per cent of the total tonnage, is carried in vessels of 
12 to 14 feet draft. All freight tonnage makes use of the improve¬ 
ment. 

Comparative statement. 


Calendar year. 

By lake. 

Short tons. 

Value. 

1913. 

65,137 
47,673 
51,958 

$175,803 
140,464 
151,618 

1914. 

1915. 



Amount expended on al projects from Mar. 2 1829, to June 30, 1916: 

New work_$408, 251. 80 

Maintenance (since 1882)_ 202,992.92- 


New work_$408, 251. 80 

Maintenance (since 1882)_ 202,992.92- 


Total_ 611. 244. 72 


Balance available for fiscal year ending June 30, 1917_ 19, 029. 93 

Amount that can be profitably expended in fiscal year ending June 
30,1918, for maintenance of improvement_ 21, 500. 00 


HARBOR AT LITTLE SODUS BAY, N. Y. 

Location and description. —This is a nearly landlocked bay 13 miles 
west of Oswego Harbor, N. Y., 2 miles long, one-fourth to five-eighths 
mile wide, connected with Lake Ontario by a pier-protected entrance 
channel 2,300 feet long. 

The existing project is to secure and maintain an entrance channel 
150 feet wide and 15 feet deep at low water between parallel piers 
of the timber-crib type about 250 feet apart, by dredging without 
further extension of the piers for the present. For map see paa;e 
2470 of Annual Report for 1894. 

Condition at the end of fiscal year. —The improvement was com¬ 
menced in 1854 and lias consisted of the following: Construction of 
two parallel piers 250 feet apart, east pier 1,810 feet long and west 
pier 1,747 feet long; construction of two breakwaters connecting the 
inner ends of these piers to the shore, the east and west breakwaters 
being 1,680 feet and 469 feet long, respectively; dredging of a chan¬ 
nel 150 feet wide and 15 feet deep at low water. The structures are 
all of the timber-crib type, the piers and 457 feet of the east break¬ 
water having concrete superstructure. The west and east piers were 
completed to their present lengths during the fiscal years 1886 and 
1906, respectively, and the original dredging contemplated bv the 
existing project was completed during the fiscal year 1896. The'piers 
and the part of the east breakwater having concrete superstructure 
are in good condition, the timber superstructure of the remainder 






















RIVER AND HARBOR APPROPRIATION BILL. 


51 


being badly decayed. The controlling depth in the channel is 14| 
feet. The channel is unstable and requires redredging annually. 
The total expenditure under the present project to the end of the 
fiscal year was $282,210.43, of which $69,066.20 was for new work 
and $213,144.23 for maintenance. 

Local cooperation .—No conditions were imposed by law at the 
time of adoption of the project. About $6,000 was expended in 1857 
by the Ontario Bay Harbor Improvement Association in dredging 
the channel in amplification of Government dredging. 

Effect of improvement .—The project is reported to have a material 
effect in controlling freight rates on bulk commodities, such as coal, 
grain, lumber, and ore. It has facilitated navigation by providing 
a channel into the bay having a depth of 15 feet at low water where 
the original depth was only 18 inches. 

Proposed operations. —With the funds available it is proposed to 
redredge the entrance channel during July, 1916, estimated cost 
$600, make necessary repairs to the dredging and pier repair plants 
during the winter of 1916-17, estimated cost $1,300, and continue 
rebuilding the east breakwater with concrete superstructure approxi¬ 
mately 500 feet, estimated cost $7,000. It is expected that the pier 
repair work will be suspended in September, 1916, and that the re¬ 
pairs to plant will be completed about April 30, 1917, when the 
funds will be exhausted. 

Additional funds will be required for the fiscal year 1918, esti¬ 
mated as follows: 

Redredging entrance channel, season of 1917_.$1, 506 

Repairs to dredging and pier repair plant_ 1, 500 

Replacing timber superstructure with concrete on 640 linear feet of 
east breakwater___ 9, 000 

Total__12,000 

Commercial statistics. —The receipts consisted of vessel repair 
parts of small valuation and shipments of a small quantity of apples 
and soft coal and a larger quantity of hard coal. All commerce 
makes use of the improvement. Hard coal, which comprises nearly 
100 per cent of the total tonnage, is carried in vessels with drafts of 
12 to 14 feet. 

Comparative statement. 


Calendar year. 

By lake. 

Short tons. 

Value. 

1913 . 

116,819 

133,968 

130,708 

$555,728 

643,775 

632,676 

1914 . 

1915 . 



Amount expended on all projects from Aug. 30, 1852, to June 30, 

1916: 

New work__• $301, 393.95 

Maintenance (since 1882)--- 213,144.23 


Total_ 514, 538.18 


July 1. 1916, balance available--- 7,101.84 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 12. 000. 00 


























52 


RIVER AND HARBOR APPROPRIATION BILL. 


WESTCHESTER CREEK, N. Y.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House document 370, 
Sixty-fourth Congress, first session: 

Westchester Creek enters an estuary on the north side of East River, about 
14 miles east of the Battery, New York City. The present project, adopted by 
the river and harbor act of June 25, 1910, provides for a channel 8 feet deep 
at mean low water and 100 feet wide across the estuary; thence 80 feet wide 
to about 1,000 feet above Scrivens Wharf; and thence 60 feet wide to the head 
of navigation, at an estimated cost of $91,280. The project is practically com¬ 
pleted. The commerce has increased from about 50,000 tons in 1891 to 169,1G4 
tons in 1912, and 589,322 tons in 1914. The existing navigation facilities ap¬ 
pear to be inadequate for the proper handling of the vessels engaged in traffic 
on this stream. The district officer, who is also the division engineer, estimates 
that to increase the depth to 10 feet and the width to 150 feet, as specified in 
the river and harbor act of March 4, 1913, will cost $375,000. He deems this 
expenditure larger than resulting benefits would warrant, but believes the 
locality is worthy of further improvement to the extent of providing a channel 
10 feet deep, 125 feet wide at Unionport and Westchester, and 100 feet 
wide elsewhere, at an estimated cost of $291,000 for construction and $1,500 
annually for maintenance. 

The Board of Engineers for Rivers and Harbors concurs in general with the 
views of the district officer, but believes that a width of 100 feet throughout 
will fairly well serve the needs of commerce, and that any additional width 
required in order to reach the wharves at Unionport and Westchester should be 
provided by the interests concerned. The estimated cost of the project as 
thus modified is $208,000. 

I concur in general with the views of the district officer and the Board of 
Engineers for Rivers and Harbors, and therefore report that the further Im¬ 
provement by the United States of Westchester Creek, N. Y., is deemed ad¬ 
visable to the extent of providing a channel 10 feet deep at mean low water 
and 100 feet wide, from East River to the Fort Schuyler Road at Westchester, 
at an estimated cost of $208,000 for first construction and $1,500 annually for 
maintenance, subject to the condition that the necessary right of way across 
upland lying between the harbor lines as established by the Secretary of War 
May 2, 1914, shall be furnished free of cost to the United States before work 
is begun under the new project. 


EAST CHESTER CREEK, N. Y. 

Location and description .—This creek, also known as Hutchinson 
River, empties into East Chester Bay, an indentation in the north 
shore of Long Island Sound immediately east of Throgs Neck, about 
12 miles west, of the Connecticut State line and about 21 miles, by 
water, east of the Battery, New York City. The navigable section 
of the creek, 100 feet to 1,000 feet in width, extends about 2-J miles 
above its mouth. The bay is about 3 miles long and 1,000 feet to 1J 
miles wide. The approach to the creek is approximately 600 feet 
wide, with a controlling depth of 5 feet at mean low water. 

Condition at the end of fiscal year .—The work done under all 
projects resulted in completing in 1899 a channel 100 feet wide and 
9 feet deep at mean high water to a point about 3,000 feet above the 
bridge at Boston Post Road; in the construction in 1877 of 993 
linear feet of pile dike and 242 \ feet of crib dike along the east bank 
of the dredged channel immediately below the bridge; and in mak¬ 
ing a channel of navigable width and 5 feet depth at mean low water 
from the mouth of the creek to Fulton Avenue Bridge, near the head 
of navigation, except for short stretches just below Goose Island 
and about 1,000 feet below' Boston Post Road. The controlling depth 
is now 4 feet at mean low' water up to the Fulton Avenue Bridge; 


KlVEli AND HARBOR APPROPRIATION BILL. 


53 


above this the depth is 1 foot and less. Up to June 30, 1916, about 
81 per cent of the work proposed under the existing project had been 
completed, and the total expenditures thereunder amounted to 
$86,928.05—$83,243.12 for new work and $3,654.22 for maintenance. 

To complete the project the following work remains to be done: 
Widening of the channel by dredging and rock removal for short 
stretches near the mouth and about 1,800 feet below the bridge at 
Boston Post Road, dredging about 700 feet of channel in the vicin¬ 
ity of Goose Island and 600 feet about one-fourth of a mile below 
Boston Post Road, and dredging the channel at and above the bridge 
at Fulton Avenue. 

Local cooperation. —There were no conditions imposed by law re¬ 
quiring local cooperation. In 1877 the lands necessary for a right of 
way were secured to the United States by the State of New Fork. 
This right of way extended from a point seme distance below the 
Boston Post Road up to a point about 3,000 feet above this road. In 
1894 a slip and basin were excavated and bulkheaded in the west 
shore of the creek, immediately above the Boston Post Road, at a 
cost of about $50,000. 

Effect of improvement .—As the result of the improvement there 
has been an appreciable increase in the loaded draft of vessels using 
the creek, and navigation has been made safer in the rock sections. 
The financial benefits to the locality are indicated by the amount 
saved through the use of water instead of rail transportation for 
coal, cement, crushed stone, and flagging. This saving amounted to 
about $149,900 in 1915. 

Proposed operations. —The funds available June 30, 1916, together 
with those appropriated by the river and harbor act of July 27, 
1916, will be expended for dredging at and above Fulton Avenue 
Bridge and in the vicinity of Goose Island and for removing scatter¬ 
ing points of rocUbelow Pelham Highway Bridge. It is expected 
that this work will be commenced in the fall of 1916, and the avail¬ 
able funds exhausted by May 1, 1917. 

The navigable depth of the creek is controlled by the depth over 
several shoals between Boston Post Road and the mouth of the 
creek. About 1,800 feet below Boston Post Road is a small rock ledge 
which forces boats to use the east side of the channel. These con¬ 
ditions should be remedied. The funds for which estimate is sub¬ 
mitted in this report will be expended for this purpose as follows: 
Dredging at several points between Boston Post Itoad and the mouth— $9, 000 


Rock removal below Boston Post Road- 000 

Total___11.000 


Commercial statistics. —As the result of a careful canvass, it ap¬ 
pears that the tonnage and value of the commerce of this locality, 
mainly in building materials, coal, and oil and products, are as 
follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 


194,956 

SI,158,279 


135,065 

857,827 


139,798 

776,331 





Passengers carried, none. 
















54 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from Mar. 3,1873, to June 30,1916: 

New work__$172. 365. 05 

Maintenance_ 30, 065. 00 


Total_ 202, 430. 05 


Balance available for fiscal year ending June 30, 1917_ 7, 616. 95 

Amount (estimated) required to be appropriated for completion of 

existing project_ 11, 654. 22 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for works of improvement_ 11, 000. 00 


EAST RIVER, N. Y.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 188, 
Sixty-third Congress, first session: 

The East River forms the eastern entrance to New York Harbor through the 
waters of Long Island Sound. The existing project for its improvement, 
adopted in 1868, provides for the removal of certain obstructions to a depth of 
26 feet below mean low water. The removal of additional obstructions has 
been added to this project from time to time, but no change in the project depth 
has been made, notwithstanding the great increase in size and draft of vessels 
since the project was adopted. The district officer is of opinion that a depth 
of 35 feet in the through channel is now required to meet the needs of naviga¬ 
tion, and he presents a plan providing for this depth and a width of 900 feet, 
excepting in the reach west of Blackwells Island and in the short reaches oppo¬ 
site Negro Point and the Sunken Meadows, where the width would be restricted 
to about 600 feet. The estimated cost of this work is $10,504,500. In addition 
to the through channel, the district officer is of opinion that certain work should 
be done to give access to the wharves, and other work should be undertaken to 
diminish the tidal velocities through Hell Gate. The work required to give 
access to the wharves involves the removal of a number of shoals and isolated 
rocks and is estimated to cost $10,451,337. The work recommended primarily 
for the purpose of reducing tidal velocities consists in the excavation of a chan¬ 
nel in Harlem Kills, 480 feet wide and 24 feet deep, at an estimated cost of 
$4,833,257, and a channel in Little Hell Gate 600 feet wide and 24 feet deep, at 
an estimated cost of $6,148,629. The plan also contemplates the completion of 
a channel 400 feet wide and 26 feet deep between North and South Brother 
Islands and the construction of a channel 300 feet wide and 20 feet deep south 
of South Brother Island, estimated to cost $215,000 and $380,778, respectively. 
The total cost of the project proposed by the district officer is $32,533,501. In 
view of the existing and future commerce of the port of New York and of the 
urgent need of a fuller utilization of the whole of its water front, he is of 
opinion that the East River is worthy of further improvement to the extent 
indicated above. 

These reports have been referred, as required by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to the board’s accom¬ 
panying report, dated July 16, 1913. Not being convinced that all the work rec¬ 
ommended by the district officer would be justified at present, the board re¬ 
quested that certain revised estimates be secured. The board is not satisfied 
that the large expenditure proposed for current regulation would result in com¬ 
mensurate benefits, and as the problem of tidal changes at this locality is com¬ 
plex, it believes that it would be better to await the developments that may fol¬ 
low the construction of the Harlem Kills Channel to a depth of 18 feet, which 
has been recommended by the department but not yet adopted by Congress. 
The estimated cost of the work recommended by the board for the through 35- 
foot channel is $8,616,780; for the work required to give access to the wharves, 
$2,129,458; for channel east of Blackwells Island, $1,877,000; and for other 
auxiliary work, $775,281, making a total of $13,3S9.519, or, in round numbers, 
$13,400,000. 

I concur in general with the views of the Board of Engineers for Rivers and 
Harbors, and therefore in carrying out the instructions of Congress, I report 
that the further improvement of East River, N. Y., is advisable to the extent 
contemplated by the revised project recommended by the board at an estimated 
cost of $13,400,000. The improvements once made will be practically permanent. 











RIVER AND HARBOR APPROPRIATION BILL. 


55 


NEWTOWN CREEK, N. Y.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 9B6, 
Sixty-fourth Congress, first session: 

Newtown Creek empties into East River at a point opposite Thirty-fourth 
Street, New York City. Dutch Kills, Maspeth Creek, and English Kills are 
short tributaries of Newtown Creek. The existing project, adopted by the act 
of June 3, 1896, provides for dredging a channel 18 feet deep at mean low water 
and 125 feet wide from the mouth to the head of navigation at the intersection 
of Metropolitan Avenue and Newtown Creek, or East Branch, and to the 
Metropolitan Avenue Bridge crossing English Kills, or West Branch. The 
project has been completed. To June 30, 1915, there had been expended on this 
and previous projects $496,662.55. The mean range of tide is about 4^ feet. 
The district officer states that the only unusual difficulties of navigation are 
due to the density of the traffic and the narrowness of the stream. The deepest 
draft vessels now using the creek in considerable numbers are the lumber 
schooners and barges, many of which draw 19 feet when fully loaded. At 
present such vessels are obliged to operate at or near high tide, at which time 
the channel is also used by scows destined for the tributary waters where the 
low-water depths are not sufficient to accommodate them. The commerce of the 
creek is large and valuable, averaging in recent years about 5,000,000 tons, 
valued at about $200,000,000. In his report on the survey the district officer, 
who is also the division engineer, presents a comprehensive plan for further 
improvement of Newtown Creek and its tributary channels, with alternative 
estimates of cost for depths of 16, 18, and 20 feet, with an allowance of 2 feet 
for overdepth dredging in each case. He is of opinion that the locality is 
worthy of further improvement to the extent of providing a channel 20 feet 
deep at mean low water, 250 feet wide at the entrance, narrowing to 150 feet, 
and continuing with this width to Grand Street Bridge on the East Branch, and 
thence 125 feet wide to Metropolitan Avenue on said branch, including the re¬ 
moval of Mussel Island; 150 feet wide in English Kills, or West Branch, to the 
Metropolitan Avenue Bridge across said branch, including the easing of bends; 
100 feet wide for a distance of 2,000 feet up Maspeth Creek, and 75 to 100 feet 
wide for a distance of 2,800 feet up Dutch Kills, with a turning basin at the head, 
all at an estimated cost of $510,000, and $18,000 annually for maintenance. He 
believes that the locality is worthy of further improvement to the extent in¬ 
dicated, subject to the condition that no work shall be done in Maspeth Creek 
until its harbor lines have been approved by the Secretary of War and all ques¬ 
tions of right of way have been satisfactorily settled without expense to the 
United States; and that no work shall be done on removal of Mussel Island or 
on widening the channel above that island or in English Kills until the necessary 
rights of way have been provided in each case without cost to the United States 
and corresponding changes have been made in the existing harbor lines. 

I concur in the views of the district officer and the Board of Engineers for 
Rivers and Harbors, and therefore report that the further improvement by 
the United States of Newtown Creek, N. Y., including Dutch Kills, Maspeth 
Creek, and English Kills, is deemed advisable to the extent of providing a 
depth of 20 feet at mean low water, with the widths recommended by the 
district officer as described above and shown approximately on accompanying 
map, at a total estimated cost of $510,000, subject to the conditions recommended 
by the district officer and the Board of Engineers for Rivers and Harbors and 
specified above. 

HARLEM RIVER, N. Y. 

Location and description ,—The Harlem River and Spuyten Duvvil 
Creek, both included in the project for improvement, are two tidal 
waterways of a joint length of about 8 miles which join at Kings- 
bridge. They lie wholly within the limits of Greater New York, and 
separate Manhattan Island from the mainland. The East River 
entrance is about 8J miles northeast of the Battery, New York City, 
and the Hudson River entrance about 13^ miles north of the Battery. 
The Harlem River also connects with the East River by way of Little 
Hell Gate, between Wards and Randalls Islands, and by way of 


56 


RIVER AND HARBOR APPROPRIATION BILL. 


Harlem (Bronx) Kills, between Randalls Island and the mainland. 
These channels are not used by navigators, being shoal, rocky, and 
winding, with strong tidal currents. 

Existing project .-—The existing project (H. Doc. No. 75, pt. 9, 43d 
Cong., 2d sess.) was adopted June 18, 1878. It was modified in 18 1 9, 
October 7, 1886, and October 2, 1893 (Annual Reports for 1887, p. 
671; 1888, p. 598; and 1894, pp. 789 and 790), and was enlarged by 
act of March 4, 1913 (H. Doc. No. 557, 62d Cong., 2d sess.). As 
modified and enlarged, it provides for a continuous channel 400 feet 
wide and 15 feet deep at mean low water from the East River to the 
Hudson River, except at Washington Bridge, where the adopted 
width is 354 feet, and at the reck cut through Dyckmans Meadow 
where the adopted width is 350 feet and the depth 18 feet. It also 
provides for straightening the channel at Johnson Iron Works by 
making a cut at this point 400 feet wide and 15 feet deep at mean low 
water; estimated cost, $3,550,000. 

The mean tidal range as determined in 1907 is as follows: Mill 
Rock, 5 feet; Spuyten Duyvil Bridge, 3.7 feet. The total length of 
the waterway is about 8 miles. (For latest map, see p. 656 of Annual 
Report for 1882 and H. Doc. No. 557, 62d Cong., 2d sess.) 

The act of March 4, 1915, provided for the maintenance of New 
York Harbor and its immediately tributary waters by the collection 
and removal of drift and authorized the Secretary of War to allot 
such amounts as may be necessary for the work from funds available 
for specific portions of New York Harbor and such tributaries. 

Condition at the end of fiscal year .—About 61 per cent of the work 
proposed under the existing project has been completed. The work 
done under all propects has resulted in making a channel 15 feet deep 
at mean low water and 400 feet wide from the East River to Putnam 
Railroad Bridge except at a few points where the channel is some- 
w T hat narrowed by shoals, and at Macombs Dam Bridge, where the 
available depth is 12 feet in the westerly draw opening; the easterly 
one is not navigable, being obstructed by ledge rock (now in process 
of removal). From the Putnam Railroad Bridge to the Hudson 
River the channel is 15 feet deep and from about 150 feet to 350 feet 
wide. On June 30, 1916, the maximum available depth for naviga¬ 
tion through the Harlem River is estimated at 15 feet at mean low 
water, except at Macombs Dam Bridge, where it is not more than 
12 feet. The widths of channels through bridge draws are 98 to 100 
feet. At High Bridge the piers obstruct navigation and cause eddies 
and high current velocities which render navigation through the 
bridge channel hazardous; the horizontal clearance normal to the 
channel between these piers at elevation —5, mean low-water refer¬ 
ence, is but about 44 feet. The expenditures under this project to 
June 30, 1916, amount to $2,022.837.19—$1,980,115.08 for new work, 
$37,258.59 for maintenance, $963.52 for maps, etc., for which the 
appropriation was reimbursed by receipts from sales and collections, 
and $4,500 was recovered on the bond of a failing contractor and 
credited to the appropriation. 

To complete the improvement there remains to be done a consid¬ 
erable amount of dredging and rock excavation in several stretches 
of the river between Madison Avenue Bridge and the Hudson River. 

Local cooperaticn .—The river and harbor act of June 18, 1878, 
adopting the existing project for this improvement, and the river 


RIVER AND HARBOR APPROPRIATION BILL. 


57 


and harbor act of March 3, 1879, provided that the necessary right of 
way should be provided free of cost to the United States before work 
was begun. This provision was complied with by the State of New 
York, which procured the necessary lands and completed their trans¬ 
fer to the United States in May, 1887. A similar provision is con¬ 
tained in the river and harbor act of March 4, 1913, authorizing the 
straightening of the channel at Johnson Iron Works. The river 
and harbor act of March 4, 1915, provides fcr the cession to the 
State of the land occupied by the present channel at that point after 
the right of way for the cut-off had been provided and the new chan¬ 
nel completed. A description of the lands required, with map, has 
been furnished the State of New York. The prosecution of the work 
of straightening the channel is awaiting the transfer of these lands. 

Effect of improvement .—The opening of the Harlem River to 
navigation has resulted in greatly increasing the areas of Manhattan 
and Bronx Boroughs to which heavy freight can be brought by water 
with a marked saving in cost. 

Proposed, operations .—The funds available June 30. 1916, together 
with those appropriated by the river and harbor act of July 27, 1916, 
will be expended ‘for rock removal in the easterly draw channel at 
Macombs Dam Bridge and for dredging and rock removal from Put¬ 
nam Bridge to the vicinity of High Bridge. Work at Macombs Dam 
Bridge is now under way and should be completed in the spring of 
1917. It is expected that work above Putnam Bridge will be com¬ 
menced in the fall of 1916 and that the available funds will be ex¬ 
hausted about June 30, 1917. 

It is proposed to expend the funds for which estimate is submitted 
in this report in continuing the improvement as follows: 

For rock removal at Macombs Dam Bridge and in the vicinity of High 


Bridge_$125, 000 

For dredging above High Bridge_ 125,000 


250. 000 

Ledge rock now obstructs the west draw channel of Macombs Dam 
Bridge at a depth of 12 feet. This should be deepened to project 
depth as soon as the work now under way in the east channel is com¬ 
pleted. The removal of the rock ledge in the west side of the chan¬ 
nel at High Bridge is necessary to assist in relieving the constriction 
of the channel at this point. The dredging proposed is for the pur¬ 
pose of continuing the channel of project dimensions to above the 
mouth of Sherman Creek, at which point a State barge canal ter¬ 
minal is to be located. 

Commercial statistics .—As the result of a careful canvass the com¬ 
merce of the Harlem River, mainly in general merchandise, coal, 
building materials, grain, etc., and ice, appears to be as follows: 


Comparative statement. 


Calendar year. 

hort tons 

Value. 

Pass^n^rs 

carriod. 1 


11,577,9°9 
15,096,169 

$704,9«4,490 
5^2,383,737 
1,538,508,533 





454,199 




i None reported in 1913 or 1914 returns. 
Five vessels built and launched in 1915; value, $59,500. 
























58 


RIVER AND HARBOR APPROPRIATION BILL. 


The reduction in the amount of commerce carried on the Harlem 
River in 1914 below that of previous years is due mainly to removal 
of a large lumber yard to the East River and an unexplained reduc¬ 
tion in the coal tonnage. 

Amount expended on all projects from June 18, 1878, to June 30, 


1916: 

New work_$2, 006, 578. 60 

Maintenance_,_ 37, 258. 59 


Total__ 2, 043, 837.19 

Balance available for fiscal year ending June 30, 1917_ 274,191. 47 

Amount (estimated) required to be appropriated for completion 

of existing project_ 1, 290, 258. 59 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for works of improvement_ 250, 000. 00 


RARITAN BAY, N. J. 

Location and description. —Raritan Bay lies between the southern 
end of Staten Island and the New Jersey shore, with lower New York 
Bay on the east. Its greatest width, north and south, is about 5 miles, 
and its greatest length, east and west, is about 7 miles. The Raritan 
River flows into its west end between Perth Amboy and South Am¬ 
boy, and the Arthur Kill or Staten Island Sound extends northward 
from this point to Newark Bay. 

Existing project. —The original and existing project was adopted 
by the river and harbor act of March 3, 1881. (See H. Doc. No. 45, 
46th Cong., 3d sess.) It was subsequently modified and extended in 
1884-85 (see Annual Report for 1885, pt. 1, p. 757); the project was 
again extended September 19, 1890 (see Annual Report for 1891, p. 
933), and again on June 3, 1896 (H. Doc. No. 298, 53d Cong., 3d 
sess.). The original estimate of the cost was $126,500. This was sub¬ 
sequently increased to $507,875 for the improvement, with $20,000 
annually for maintenance. The project, as modified, provides for 
dredging channels 300 feet wide and 21 feet deep, mean low water, 
from Seguine Point to deep water in the bay, a distance of about 1.5 
miles; through two shoals opposite Wards Point, originally aggre¬ 
gating 1 mile in length, and subsequently extended toward Seguine 
Point to a length of 2f miles; from South Amboy to deep water near 
Great Beds Light, a distance of 1.5 miles. The mean range of tides 
is 5 feet. The latest published map is printed in appendix to Annual 
Report for 1911, page 1330. 

Condition at the end of fiscal year. —The channel dimensions as 
projected have been made, the last work for carrying out the im¬ 
provement being done in 1905, but shoaling has narrowed the avail¬ 
able widths of the same. Dredging for maintenance has been done. 
The maximum draft that could be carried June 30, 1916, through the 
improved channels was 19 to 21 feet at mean low water. The total 
amounts expended up to June 30, 1916, were: For the carrying out 
of the improvement, $388,676.40; for maintenance, $279,415.43; total. 
$668,091.83. ’ ’ ’ 

Effect of improvement.— It appears from statements of the ship¬ 
ping interests of the great railroad terminals that the improvements 
have resulted in a reduction of towing rates and a proportionate 
reduction of freight rates, owing to the greater quantity of freight 









RIVER AND HARBOR APPROPRIATION BILL. 


59 


that can be carried and towed through these channels over that which 
was carried before the improvement was made. 

Proposed operations .—It is proposed to expend the balance of 
funds available June 30, 1916 ($4,368.04), in connection with exist¬ 
ing contract for maintenance of the Seguine Point and Wards Point 
Channels. The funds appropriated by the act of July 27, 1916 
($20,000), will be expended in maintenance of the Seguine Point and 
Wards Point Channels, also a part of the South Amboy Channel 
should deterioration make it urgent and funds will be available for 
the purpose. The funds appropriated will be used at the rate of 
about $6,000 per month and will be exhausted by June 30,1917. 

It is proposed to expend the funds to be furnished under the esti¬ 
mate in this report in dredging for maintenance in all three channels. 
The deterioration in those channels is more rapid than was antici¬ 
pated, and on this account the sum herein estimated far exceeds the 
annual sum for maintenance contemplated by the project. 

Commercial statistics .—The commerce of this bay is mainly coal, 
brick, refined lead and copper, bullion, clay products, and general 
merchandise. 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

10,500,337 

9,751,484 

10,137,890 

$152,691,821 

137,264,383 

137,298,379 

1914. 

1915. 



Amount expended on all projects from Mar. 3, 1881, to June 30, 

1916: 

New work_$388, 676. 40 

Maintenance_ 279,415. 43 


Total_ 668, 091. 83 


Balance available for fiscal year ending June 30, 1917_ 24, 368. 04 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 40, 000. 00 


ABSECON INLET, N. J. 

Location and description. —This inlet separates Atlantic City from 
Brigantine Beach, and is about 65 miles north of Delaware Break¬ 
water. The inlet is about 1 mile long. 

Existing project .—This project was adopted by the river and har¬ 
bor act of July 25, 1912, and is based upon report printed in House 
Document No. 1395, Sixty-first Congress, third session. It provides 
for obtaining and maintaining, by dredging, for a period of five 
years, a channel through the inlet 12 feet deep at mean low water and 
*300 feet wide, the question of continuing the improvement to be 
then determined in the light of the commerce that may be developed. 
In adopting the project it was stipulated that the work should be 
done by contract, if suitable dredges were available, otherwise by 
Government plant. The estimated first cost is $270,000, and $50,000 
annually for operating expenses. The mean range of tide at this 
locality is about 4 feet, and the length of channel included in the 
project about 1 mile. 


















60 


RIVER AND HARBOR APPROPRIATION BILL. 


Condition at the end of fiscal year. —A channel not less than 12 
feet deep and 300 feet wide had been secured at the close of the fiscal 
year. The total expenditure under the existing project to the close 
of the fiscal year was $250,890.89, of which $226,496.89 was for new 
work and $24,400 was for maintenance. 

Local cooperation.- —Authorities of Atlantic City voluntarily un¬ 
dertook some experimental work of harrowing the crest of the bar 
with a view of deepening the channel, but without any definite 
results. 

Effect of improvement. —The inlet is now open to navigation, with 
a depth of not less than 12 feet and a width of not less than 300 feet, 
the project dimensions. 

Proposed operations. —It is proposed to apply the balance available 
and funds estimated for in operating the dredge Ahsecon on the 
work of maintaining the 12-foot mean low-water channel 300 feet 
wide. 

Commercial statistics. —The general character of the commerce for 
the current year was fish, oysters, clams, chemicals, horses, wagons, 
coal, machinery, farm produce, and general merchandise. 

Comparafive statement . 


Fiscal year. 

Short tons. 

Valbe. 

1913 improvement not begun). 



1914 ... " . . . 

13,414 
5,237 

S543.32S. 00 

1915. 

3,025,105.67 



Amount expended on all projects from July 25, 1912, to June 30, 

1916: 

New work____$226, 496. 89 

Maintenance_ 24, 400. 00 


Total____ 250|, 896. 89 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 45, 000. 00 

WOODBRIDGE CREEK, N. J. 

Locatiton and description. —This creek is a small, crooked tidal 
stream about 5 miles long, rising near Rahway and flowing south¬ 
wardly and eastwardly through flat marshes into the west side of 
Arthur Kill or Staten Island Sound, 2 miles north of Perth Amboy, 
N. J. It is navigable to the second highway bridge, 2f miles above 
the mouth. The project extends from the mouth to Salamander’s 
dock, 1£ miles. 

Existing project. —The second and existing project was adopted 
by the river and harbor act of June 13, 1902, in accordance with plan 
submitted in House Document No. 282, Fifty-sixth Congress, first 
session (which contains latest published map), and in Annual Report 
for 1900, page 1552. It calls for a deeper channel with slightly 
narrower widths than the original project, without provision for 
construction of dikes. It provides for dredging a channel from the 
Arthur Kill to the Salamander dock, a distance of about 9.600 feet, 
8 feet in depth, mean low water, and 50 feet wide on the bottom and 



















RIVEll AND HARBOR APPROPRIATION BILL. 61 

75 feet on top. The tidal variation is about 5 feet. The estimated 
cost of the improvement, exclusive of amounts expended on the pre¬ 
vious project, was $35,000 and $3,000 annually for maintenance. 

Condition at the end of fiscal year .—Under the project of 1879 
there was built 516 feet of timber dike and a channel was dredged 12 
feet deep at mean high water, 50 feet wide to Cutter’s dock, 2,800 feet, 
thence 25 feet wide to Valentine’s dock, 800 feet. The existing project 
of 1902 was completed as projected in 1908, but funds appropriated 
for maintenance have been insufficient to maintain the projected 
dimensions. The maximum low-water draft that could be carried 
June 30, 1916, was 8 feet to Valentine’s dock and 2 to 3 feet for the 
balance of projected distance. The widths were 50 feet and less. 
The total expenditures under the existing project to June 30, 1916, 
were, for carrying out the improvement, $49,822.70; for maintenance, 
$44,930.99; total, $94,753.69. 

Effect of improvement .—It appears from inquiry that freight rates 
have been reduced as a result of this improvement. 

Proposed operations .—The funds appropriated by act of July 27, 
1916 ($3,000), will be expended in maintaining the section oi the 
creek from its junction with the Arthur Kill to Valentine’s dock, a 
distance of about 8,000 feet. When w T ork is being actively prosecuted 
these funds will be used at the rate of about $1,000 per month, and 
will be exhausted by June 30, 1917. 

It is proposed to expend the funds to be furnished under the esti : 
mate submitted in this report in dredging for maintenance in that 
section of the creek where experience shows constant deterioration 
takes place, namely, from Arthur Kill to Valentine’s dock. 

Commercial statistics. —The commerce of this creek is mainly in 
clay, brick, tile, coal, tin scrap, steel scrap, and building materials. 

Comparative statement. 


Year. 

Short tons. 

Value. 


187,051 
59,029 
67,610 

*747,829 

583,374 

305,740 





-Amount expended on all projects from March 3, 1879, to .Tune 30. 

1916: 

New work_ $49, 822. 70 

Maintenance_ 44, 930. 99 


Total_ 94, 753. 69 


Balance available for liscal year ending June 30, 1917- 3, 000.00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 3, 000. 00 


KEYPORT HARBOR, N. J. 

Location and description. —Keyport Harbor is situated at the 
mouth of Matawan Creek, on the south side of Raritan Bay, 5 miles 
east of the mouth of Raritan River, and about 9 miles west of Sandy 
Hook, and consists of a bay 1 mile broad. It is sheltered on the east 
by Conashonk Point, and on the west by Matawan Point. The dis¬ 
tance by water to New York City is about 25 miles; to Perth Amboy 
5 miles. 



















62 


RIVER AND HARBOR APPROPRIATION BILL. 


Existing project. —The original and existing project was adopted 
by the river and harbor act of August 2, 1882. It provides for 
dredging a channel about 1 mile long from Raritan Bay to the steam¬ 
boat dock at Keyport, the width to be 200 feet and the depth to be 8 
feet at mean low water. The mean range of tides is 4.9 feet. The 
original estimate of the cost made in 1872 was $30,475. This esti¬ 
mate was increased in 1883 to $40,475, in order to provide for addi¬ 
tional shoaling. (See H. Doc. No. 153, 42d Cong., 3d sess., and 
Annual Report for 1873, p. 941.) The latest published map is 
printed in Annual Report for 1905, page 1040. 

Condition at the end of fiscal year— The project was completed 
in 1911. The maximum draft that could be carried June 30, 1916, 
to the Keyport wharves was about 8 feet at mean low water in a 
channel of about half the projected width. There has been expended 
to June 30, 1916, for carrying out the project, $40,475; for mainte¬ 
nance, $70,994.93; total, $111,469.93. 

Local cooperation. —There were no special conditions imposed by 
law relative to the carrying out of the project as adopted by the 
United States. The improvement was made without local coopera¬ 
tion. A channel 6 feet deep and 100 feet wide had been dredged at 
private expense in 1867, but this channel had shoaled to its original 
condition at the time of the adoption of the project. The amount 
expended on this work is not known. 

Effect of improvement. —The effect of this improvement has been 
to greatly reduce freight rates, especially in the marketing of farm 
products. 

Proposed operations .—It is proposed to expend the balance avail¬ 
able June 30, 1916 ($1,583.34), and funds to be allotted under act of 
July 27, 1916 ($5,000) in dredging for maintenance over the entire 
length of the channel. When work is being actively prosecuted these 
funds will be used at the rate of about $1,200 per month, and will be 
exhausted in about nine months. 

It is proposed to expend the funds to be furnished under the esti¬ 
mate submitted in this report in dredging for maintenance over the 
entire length of the channel, experience proving that deterioration is 
constant. 

Commercial statistics .—The commerce of this harbor is mainly in 
farm products, fertilizer, coal, lumber, shellfish, and miscellaneous 
freight, including the tonnage of Matawan Creek. 


Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

130,921 
116,628 
59,790 

$2,057,245.20 
3,262,358.00 
1,855,003.00 

1914. 

1915. 



Amount expended on all projects from Aug. 2, 1882, to June 30,1916: 

New work_$40, 475. 00 

Maintenance_ 70, 994. 93 


Total_^_ 111,469.93 


Balance available for fiscal year ending .Tune 30, 1917_ 6, 583. 34 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement__ 5, 000. 00 



















RIVER AND HARBOR APPROPRIATION BILL. 


63 


SHREWSBURY RIVER, N. J. 

Location and description. —This river is a large tidal basin in the 
eastern part of New Jersey, and consists of two bays, each having an 
area of about 3 square miles, and known, respectively, as the North 
Branch (or Navesink River), which rises near Freehold, flows east¬ 
erly, and is about 15 miles long; the South Branch, about 7 to 8 miles 
long, which flows in a northerly direction; and a channel called the 
Main Stem, which unites the two branches near Normandie and 
extends northerly 2| miles to the outlet at the southeast end of Sandy 
Hook Bay, which is about 4 miles south from the point of Sandy 
Hook. The total drainage area is about 250 square miles. The part 
of the river which has been under improvement by the United States 
consists of the Main Stem, 2j miles; the North Branch to Oceanic, 5 
miles from the mouth; and the South Branch to the vicinity of Sea 
Bright, about 5^ miles from the mouth. 

Existing project. —The second and existing project was adopted by 
the river and harbor act of March 3, 1879, with subsequent modifica¬ 
tions made in 1883 and 1887. It provided for the construction of 
training dikes and greatly extended the scope of the original project, 
which only provided for dredging a 6-foot channel through bars in 
vicinity of Navesink Lights and near Lower Rocky Point. The exist¬ 
ing project as modified provides for the following channels to be 
obtained by diking and dredging 6 feet deep at mean low water 300 
feet wide in the Main Stem, 2§ miles long; 150 feet wide in the North 
Branch to Oceanic, 2J miles; 150 feet wide in the South Branch, 
x miles, to the vicinity of Sea Bright. The mean range of tides on 
the outer bar is 5 feet; at Highlands Bridge, 3 feet; at Sea Bright, 
1.3 feet; and at Oceanic, 2.5 feet. The original approved estimate 
of the cost was $142,086. This estimate was increased by the modifi¬ 
cations made in 1883 and 1887 to $234,062. The approved estimate 
for annual maintenance is $10,000. These estimates are exclusive of 
amounts expended under the previous project. References: House 
Document No. 38, Forty-fifth Congress, third session, and Annual 
Report of the Chief of Engineers for 1879, part 1, page 409. A de¬ 
tailed description of the project is found in the Annual Report of 
the Chief of Engineers for 1910, part 1, page 209. The latest pub¬ 
lished map is printed in House Document No. 1296, Sixty-second 
Congress, third session. 

Condition at the end of fiscal year. —The project has been com¬ 
pleted. Channels of project depths have been dredged and nine dikes 
have been built, aggregating 13,667 linear feet. The dredging work 
for improvement was completed in 1905; the last dikes were built in 
1891. The maximum draft that could be carried July 1, 1916, 
throughout the limits of the improvement was 6 feet at mean low 
water. The channels had projected depth, but were narrow in many 
places. The amount expended under the existing project to June 30, 
1916, for carrying out the project was $200,393.95 (including $5,000 
for survey), and for maintenance, $228,373.65, making a total of 
$428,767.60. , 

Local cooperation. —Dredging in the channel has been done at vari¬ 
ous times by the local steamboat companies. The available informa¬ 
tion does not give the amount or cost of this work. 


64 


RIVER AND HARBOR APPROPRIATION BILL. 


Effect of improvement. —It appears from reports received from 
the Merchants Steamboat Co. and the New York & Long Branch 
Steamboat Co. (Patten Line) that freight rates have been lowered 
and maintained as results of the improvement by the United States; 
also that the commerce has increased and that the improvement tends 
to keep the freight rates down. 

Proposed operations. —The funds available June 30,1916 ($7,088.43), 
will be expended in maintenance dredging in the mouth of the river 
and in the protection of the Sandy Hook Neck. The funds appro¬ 
priated by the act of July 27, 1916 ($10,000), will be expended 
in maintenance dredging in the various sections of the river where 
necessary. When work is being actively prosecuted these funds will 
be used at the rate of about $3,000 per month, and will be exhausted 
by June 30, 1917. 

It is proposed to expend the funds to be furnished under the esti¬ 
mate submitted in this report in dredging for maintenance where 
required. Experience indicates that dredging will be required every 
year or so at the mouth and at the Highlands Bridge in the Main 
Stem; in Reeves Channel near the junction of the two branches; in 
the vicinity of Sea Bright in the South Branch; and in the upper 
and lower crossovers in the North Branch. 

Commercial statistics. —The commerce of the river is mainly in 
coal, farm products, building materials, and general merchandise. 
The passenger traffic is important, the number of people carried by 
the Patten Line, in South Branch, and the Merchants line, in the 
North Branch, for the calendar year of 1915 being approximately 
305,732. 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

(») 

411,635 

141,012 

(i) 

1914. 

$8,684,723 

3,993,348 

1915. 



1 Not reported. 


Amount expended on all projects, Aug. 30, 1852, to June 30, 1916: 

New work_$220, 893. 95 

Maintenance_ 228, 373. 65 


Total___ 449, 267. 60 

Balance available for fiscal year ending June 30, 1917_ 17, 088. 43 


Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 10, 000. 00 


COOPER RIVER, N. J. 

Location and description. —This river rises in Camden County, 
N. J., flows northwesterly through the northern part of the city of 
Camden, and empties into the Delaware River. The drainage area 
is 44 square miles of comparatively flat country. The navigable 
portion of the stream is about 9 miies. The high water Avidths are 
220 feet and 100 feet, respectively, at the mouth and at the head of 
navigation; the low water widths are 160 feet and 60 feet, respec¬ 
tively, at the same localities. 

















RIVER AND HARBOR APPROPRIATION BILL. 65 

Existing project— This project (adopted by the river and harbor 
act of June 3, 1896) is for a channel 18 feet deep at mean high water 
(12 feet at mean low water) and 70 feet wide through the bar out¬ 
side the mouth and upstream to what was formerly Browning’s 
Chemical Works, 1£ miles above the mouth, at an estimated cost of 
$35,000. (H. Doc. No. 176, 53d Cong., 3d sess., reprinted in Annual 

Report for 1895, p. 1102 et seq.) The mean range of tide at the 
mouth is 6 feet; at Kaighns Avenue, 5 feet; and at Stoys Landing, 2 
feet. A. length of 9,000 feet from the Delaware River is included in 
the project. 

Condition at the end of fiscal year. —About 90 per cent of the 
project has been completed. The remaining portion, 400 feet at the 
upper end of the project, is unimportant. The minimum usable 
depth June 30, 1916, from the Delaware River to the Camden Iron 
Works was 9 feet at mean low water; thence to the upper end of the 
section covered by the project 6J feet. The total expenditures under 
the existing project to June 30, 1916, were $28,101.64 for original 
work and $34,389.24 for maintenance, a total of $62,490.88. 

Effect of improvement. —Freight rates have been reduced be¬ 
cause the enlargement of the channel has resulted in a reduction of 
lighterage. 

Proposed operations. —It is proposed to apply the funds available 
for the fiscal year ending June 30, 1917, in removing the shoaling in 
the river between the mouth and the Camden Iron Works, but it 
will now be insufficient to restore the channel to project dimensions 
throughout the entire length, and it is proposed to apply the funds 
estimated for the fiscal year ending June 30, 1918, in continuing the 
work of restoration. Experience has shown that the annual shoal¬ 
ing amounts to about 16,000 cubic yards, but the unit price of the 
work is high, due to the length of haul to a dumping place. No 
work of maintenance has been done on this river since 1914. 

Commercial statistics. —The general character of commerce for the 
current year was coal, ores, pipe, hay, manure, oil, chemicals, skins, 
building materials, and miscellaneous merchandise. 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913. ; . 

289,061 

291,305 

$3,699,277.26 

3,386,414.51 

3,415,845.00 

1914. 

1915. 

237,099 



Amount expended on all projects from June 3,1896, to June 30,1916: 


New work_$28,101. 64 

Maintenance_ 34, 389. 24 


Total_ 62, 490. 88 


Balance available for fiscal year ending June 30, 1917_ 5, 009.12 

Amount (estimated) required to be appropriated for completion of 

existing project-.- 6, 827. 94 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 5, 000. 00 

H. Kept. 1289, 64-2-5 



















66 


RIVER AND HARBOR APPROPRIATION BILL. 


WOODBURY CREEK, N. J. 

Location and description. —This is a tidal stream rising in and 
flowing through Gloucester County northwesterly and emptying into 
the Delaware River about 9 miles below Philadelphia, Pa. 

Existing project. —This project (adopted by the river and harbor 
act of Mar. 4, 1913) provides for a channel 6 feet deep at mean low 
water from the Delaware River to Woodbury, 60 feet wide across the 
bar outside the mouth and up the river to the White Bridge, 1J 
miles, thence 40 feet wide to Woodbury, 4 miles from the entrance, 
including three cut-off's, subject to the condition that no work shall 
be done until parties interested furnish free of cost to the United 
States the land necessary ;for the cut-offs and for deposit of dredged 
material, at an estimated cost of $38,000. Estimated cost of annual 
maintenance, $2,000. (H. Doc. No. 635, 62d Cong., 2d sess., with 

map.) The section included in the project extends from the Dela¬ 
ware River to Woodbury, 4 miles. 

Condition at the end of fiscal year. —The project has been com¬ 
pleted. The channel was given a uniform depth of 6 feet from the 
Delaware River to the fixed highway bridge at Woodbury, including 
the three cut-offs, which shortened the distance 3,340 feet. The 
minimum usable depth June 30, 1916, from the Delaware River to 
Woodbury was 4 feet. The expenditures under the existing project 
to June 30, 1916, were $24,142.70 for new work and $1,215.36 for 
maintenance, a total of $25,358.06. The project was completed at a 
saving of $13,857.30. 

Local cooperation. —The land for the three cut-offs and for the 
deposit of the dredged material required by law to be furnished by 
local interests free of cost to the United States was donated by local 
interests and title to the land was approved by the Department of 
Justice January 8, 1914. 

Effect of improvement. —Navigation has been facilitated, and larger 
vessels can be used at all stages of the tide. Arrangements are being 
made by parties interested to avail themselves of the improvement. 

Proposed operations. —It is proposed to apply the balance available 
in dredging for maintenance. Being a new project and the river 
bed composed largely of mud, the deterioration immediately after 
the initial work of improvement is much greater and more rapid 
than after the new conditions have been established. A recent exami¬ 
nation shows a large part of the channel between the Delaware River 
and Woodbury will have to be redredged to restore project dimen¬ 
sions. After the creek has been dredged to project dimensions the 
second time it is expected, from previous experience in similar 
waterways, that the project dimensions can be maintained for $2,000 
a year, the amount estimated in the project, and this amount is 
estimated for the fiscal year ending June 30, 1918. 

Commercial statistics. —The general character of commerce for 
the current year was coal, manure, agricultural products, building 
materials, and miscellaneous merchandise. It was impracticable to 
obtain complete commercial statistics. 


RIVER AND HARBOR APPROPRIATION BILL. 


67 


Comparative statement. 


Year. 

1 ■ 

Short tons. 

Value. 

1913i. 



1914. 

11,270 

$38,390 

19151. 

Total. 

11,270 

38,390 



1 Impracticable to obtain complete commercial statistics. 


Amount expended on all projects from Aug. 2, 1882, to June 80, 1016: 


New work_____$27, 093, 01 

Maintenance_ 1, 215. 86 


Total_ 28, 308. 37 


Balance available for fiscal year ending June 30, 1917_ 12, 491. 94 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_2, 000. 06 


. RACCOON CREEK, N. J. 

Location and description. —This creek, a tidal stream, rises in 
Gloucester County, N. J., flows in a northwesterly direction, and 
empties into the Delaware River about 20 miles below Philadel¬ 
phia, Pa. 

Existing project. —This project (adopted by the river and harbor 
act of June 13, 1902) provides for a channel 7 feet deep at mean 
low water, 75 feet wide from the Delaware River to Bridgeport, 
thence 60 feet wide to Springers Wharf, and thence 5 feet deep and 
40 feet wide to Swedesboro; estimated cost, $102,135. (H. Doc. No. 

231, 56th Cong., 1st sess., with map, and Annual Report for 1900, p. 
1590.) The mean range of tide at the mouth and at Bridgeport, If 
miles above, is 6 feet; at Springers Wharf is 5.6 feet; and at Swedes¬ 
boro, the head of navigation, 5 feet. The section included in the 
project extends from Delaware River to Swedesboro, 9} miles. The 
project was modified by the river and harbor act of March 2, 1907, 
so as to include the construction of a cut-off at Molonox Shoal with¬ 
out increase of estimated cost. 

Condition at the end of fiscal year. —About 95 per cent of the proj¬ 
ect has been completed. The remaining portion, the widening of 
sharp bends, is unnecessary at present. The minimum usable depth 
June 30, 1916, from the Delaware River to Bridgeport was 4 feet; 
thence to Springers Wharf, 7 feet; and thence to Swedesboro, 4 feet. 
The total expenditures under the existing project to June 30, 1916, 
were $47,906.87 for new work and $33,792.39 for maintenance, a total 
of $81,699.26. 

Local cooperation. —The lands necessary for the cut-off at Molonox 
Shoal were required by law to be deeded to the United States free of 
cost. This was accomplished March 19, 1908. 

Effect of improvement. —The carrying of perishable freight has 
been facilitated. Bulky freight can now be carried by water for 
about half the cost of carriage by rail. 

Proposed operations. —Contract has been executed for dredging for 
maintenance with the funds available July 1, 1916, the work to be 






















■68 


RIVER AND HARBOR APPROPRIATION BILL. 


done in the upper river and to begin soon. It is proposed to apply 
the remainder of the funds on hand in dredging for maintenance in 
the portion of the river near the mouth, and the funds estimated for 
the fiscal year ending June 80, 1918, in removing the shoals from the 
improved channel between the Delaware River and Swedesboro, 
which, previous experience has shown, form annually. 

Commercial statistics .—The general character of commerce for the 
current year was coal, building materials, crude oil, fertilizers, 
manure, salt, hay, fruit, agricultural products and miscellaneous 
merchandise. 

Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913. 

89,075 
23,543 
89,638 

$1,158,170 
350,907 
844,290 

1914. 

1915. 



Amount expended on all projects from Aug. 2, 1882, to June 30,1916: 


New work_I_,_$48, 664.10 

Maintenance_ 33, 792. 39 


Total_ 82, 456. 49 

Balance available for fiscal year ending June 30, 1917_ 5, 643. 51 

Amount (estimated) required to be appropriated for completion 

of existing project_ 22, 635. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 5, 000. 00 


RACCOON CREEK, N. J.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document No. 
800, Sixty-third Congress, second session: 

Raccoon Creek is a crooked tidal stream emptying into the Delaware River 
ubout 18 miles below Philadelphia. The existing project for its improvement 
contemplates the formation of a dredged channel 7 feet deep and 75 feet in 
width at mean low water from the mouth to Bridgeport, thence a channel of 
the same depth and 60 feet wide to Springer’s wharf, and thence a channel 5 
feet deep at mean low water and 40 feet in width to the head of navigation at 
Swedesboro, with a cut-off at Molonox Shoal. This project is practically com¬ 
pleted. It appears that the additional improvements now desired are the ex¬ 
tension of the 7-foot depth to Swedesboro and the protection of the mouth. 
The district officer states that the heaviest receipts and shipments are made at 
the wharves at Swedesboro, for which reason he believes that the full depth 
of 7 feet should be carried to that point. He further states that a broad shoal 
has formed at the mouth of Raccoon Creek, which will require annual re¬ 
dredging or the construction of a jetty. The estimated cost of extending the 
7-foot channel to Swedesboro and dredging between the mouth of the creek and 
the 7-foot curve in Delaware River is $25,300, and the estimated cost of a jetty 
extending out to the main channel of the Delaware River is $49,500, making 
the total cost of the proposed improvement $74,800. The district officer is of 
opinion that the stream is worthy of further improvement to this extent. The 
division engineer concurs in general with the views of the district officer, but 
recommends that the jetty be built only as far as the eastern side of the inner 
channel of the Delaware River, which has sufficient depth and connects with 
the main channel both to north and south. The estimated cost of the work as 
thus modified is $39,770. 

The Board of Engineers for Rivers and Harbors recommends adoption of 
the modified plan favored by the division engineer. 

I concur in general with the division engineer and the Board of Engineers 
for Rivers and Harbors, and therefore report that the further improvement by 

















RIVER AND HARBOR APPROPRIATION BILL. 


69 


the United States of Raccoon Creek, N. J., is deemed advisable under a modi¬ 
fication, of the existing project providing for a channel 7 feet deep at mean low 
water from the inner channel of Delaware River to Swedesboro, 75 feet wide 
to Bridgeport, thence 60 feet wide to Springer’s wharf, and thence 40 feet wide 
to Swedesboro, with a dike at the mouth, at an estimated cost of $39,770 for 
first construction and about $5,000 annually for maintenance. It should be 
noted that the present project has been practically completed for considerably 
less than its estimated cost, and that the estimate of the work now proposed 
is only about $4,400 more than the unappropriated balance of the estimate for 
the existing project. 


OLDMANS CREEK, N. J. 

Location and description. —This creek, a tidal stream, forms a part 
of the boundary line between Gloucester and Salem Counties, flows 
northwesterly and empties into the Delaware River about 24 miles 
below Philadelphia, Pa. 

Existing project. —This project was adopted by the river and har¬ 
bor act of June 25, 1910, and provides for a channel 6 feet deep at 
mean low water from the Delaware River to Pedricktown and 5 feet 
deep at mean low water from Pedricktown to Auburn, 100 feet wide 
across the bar outside of the mouth, 75 feet wide thence to Pedrick¬ 
town, and 40 feet wide to Auburn, including nine cut-offs and a 
jetty at the mouth. Estimated cost, $89,500. Estimated cost of 
annual maintenance, $2,500. (H. Doc. No. 1083, 60th Cong., 2d 

sess., with map.) The section included in the project extends from 
the Delaware River to Auburn, 9.7 miles. 

Condition at the end of fiscal year. —About 50 per cent of the proj¬ 
ect has been completed. The minimum usable depth June 30, 1916, 
from the Delaware River to Pedricktown was 5 feet and thence to 
Auburn 4 feet. The cut-offs shortened the distance from Delaware 
River to Auburn 44 miles. The total expenditures under the existing 
project to June 30, 1916, were $31,188.43 for new work and $1,089.09 
for maintenance, a total of $32,277.52. 

Local cooperation. —As required by law, the necessary land re¬ 
quired for the nine cut-offs was furnished by local interests free of 
cost to the United States, and the United States was released from 
all claims for damages arising from the diversion of the stream, 
title to the land and the releases being approved by the Department 
of Justice April 17, 1913. 

Effect of improvement. —The improvement has been of great benefit 
to navigation and has facilitated and expedited the carrying of 
perishable freight. 

Proposed operations. —It is proposed to apply the funds available 
in dredging for maintenance. Being a new project and the river 
bed composed largely of mud, the deterioration immediately after the 
initial dredging is much greater than after the new conditions have 
become established, and necessitates redredging the creek to restore 
it to project dimensions. The funds available will not be sufficient 
to restore the entire channel from the Delaware River to Auburn to 
project dimensions, and it is proposed to apply the funds estimated 
for, equivalent to the cost of removing two years’ shoaling, to sup¬ 
plement the funds available in completing the work of restoration 
and in maintenance. After this redredging is done it is expected 
from previous experience in similar waterways that the project 
dimensions can be maintained for $2,500 annually. 


70 


RIVER AND HARBOR APPROPRIATION BILL. 


Since the adoption of the present project a stone dike forming 
part of the improvement of the Delaware River has been constructed. 
This dike extends from just below the mouth of the creek to the 
head of Cherry Island Flats, in the Delaware River. Pending the 
effect of this dike upon the channel across the bar outside the mouth 
of the creek no funds are estimated for the construction of the jetty, 
which is the remaining portion of the project of improvement un¬ 
completed. 

Commercial statistics. —The general character of commerce for the 
current year was manure, fruit, agricultural products, fertilizers, 
hour, shingles, coal, cordwood, stone, lumber, baskets, phosphate 
rock, etc. 

Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913. 

88,412 

25,659 

60,438 

$812,900.00 
250,166.91 

1914. 

1915. 

423.875.00 



Amount expended on all projects from June 25,1910, to June 30,1916: 

New work_$81,188. 43 

Maintenance_ 1, 089. 09 

Total___ 32, 277. 52 

July 1, 1916, balance available-'_ 5, 647. 48 

Amount (estimated) required to be appropriated for completion of 

existing project- 44, 500. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 5, 000. 00 

ALLOWAY CREEK, N. J. 

Location and description. —This creek, a tidal stream, rises in 
Salem County and flows southwesterly, emptying into the Delaware 
River about 47 miles below Philadelphia, Pa. 

Existing project. —This project was adopted by the river and har¬ 
bor act of September 19, 1890, and provides for a channel 6 feet deep 
at mean low water from a locality known as the Square upstream to 
Quinton, 75 feet wide to a point 1,000 feet above Upper Hancock 
Bridge and thence 60 feet wide to Quinton, supplemented by a dike 
at the Square and by an increase of width at the canal to 150 feet 
between low-water lines. Estimated cost, $25,000. (H. Doc. No. 60, 

51st Cong., 1st sess.; Annual Report for 1890, p. 910.) The mean 
range of tide at the mouth is 6 feet; at Hancock Bridge, 5 feet; and 
at Quinton, 4 feet. The project was modified in 1896 to include a 
dike above Upper Hancock Bridge and by the river and harbor act of 
March 2, 1907, to include the construction of a cut-off at Fosters 
Bottle. These modifications did not increase the originally estimated 
cost of the work. The section included in the project extends from 
1 mile above the Delaware River to Quinton, 8J miles. 

Condition at the end of fiscal year. —The project has been com¬ 
pleted at a saving of $3,602.27. The minimum usable depth June 30, 
1916, was about 4 feet. The total expenditure to the close of the fiscal 
year 1916 was $21,397.73 for improvement and $24,265 for mainte¬ 
nance, a total of $45,662.73. 




















RIVER AND HARBOR APPROPRIATION BILL. 


71 


Local cooperation. —As required by law, all land needed for the 
cut-olf at Fosters Bottle was furnished by local interests free of cost 
to the United States, title to the land being approved by the Depart¬ 
ment of Justice July 30, 1908. 

Effect of improvement. —The carrying of perishable freight has 
been facilitated and vessels are now able to get to Quinton at low 
tide. 

Proposed operations. —It is proposed to apply the balance avail¬ 
able in removing shoaling. This amount is not sufficient to restore 
the channel to protect dimensions in the entire creek under improve¬ 
ment, as there has been deterioration of the channel in numerous 
places since the last dredging, in 1913, and it is proposed to apply 
the funds estimated for the fiscal year ending June 30, 1918, in con¬ 
tinuing work of restoration. Previous experience on this stream 
indicates that this sum will be adequate. 

Commercial statistics. —The general character of commerce for the 
current year was coal, cordwood, brick, canned goods, fertilizers, 
sand, lumber, agricultural products, and general merchandise. 

Comparative statement. 


Fiscal year. 

Short tons. 

Value. 


34 342 

$1,105,483.00 

140,181.31 

939,015.00 

1914. 

8*314 

1915. 

19,343 



Amount expended on all projects from Sept. 19, 1890, to June 30, 

1916: 

New work_$21, 397. 73 

Maintenance_ 24, 265. 00 


Total___ 45,662.73 


July 1. 1916, balance available_ 4,887.27 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement___ 5, 000. 00 


COHANSEY RIVER, N. J. 

Location and description. —This river, a tidal stream, rises in Salem County, 
flows southerly and southwesterly through Cumberland County, and empties 
into the Delaware Bay about 62 miles below Philadelphia, Pa. It has a drain¬ 
age area of about 91 square miles of flat country. 

Existing project. —This project was adopted by the river and harbor act of 
March 2, 1907, and provides for a cut-off 7 feet deep and 100 feet wide at the 
mouth and for a channel 7 feet deep at mean low water 100 feet wide from 
Stony Point to Broad Street Bridge, Bridgeton, a distance of 6,000 feet; thence 
75 feet wide to Commerce Street Bridge a further distance of 740 feet; and 
thence 60 feet wide to the Nail Works Bridge, the head of navigation, a fur¬ 
ther distance of 900 feet, at an estimated cost of $55,800. (H. Doc. No. 645, 

59tli Cong., 1st sess.) The mean range of tide is about 5| feet at the mouth and 
7 feet at Bridgeton. Sections included in the project: Cut-off about 2,000 feet 
in length at the mouth and the upper 1| miles of river at the head of naviga¬ 
tion through the city of Bridgeton. 

Condition at the end of fiscal year. —The project has been completed at a 
saving of $7,221.11. The minimum usable depth June 30, 1916, between Dela¬ 
ware Bay and Nail Works Bridge was the project depth of 7 feet. Total ex¬ 
penditure under the existing project to close of fiscal year 1916 for original 
work was $48,578.89 and for maintenance was $10,034.54, a total of $58,613.43. 


















72 


RIVER AND HARBOR APPROPRIATION BILL. 


Local cooperation. —The land required for the cut-off at the mouth was volun¬ 
tarily conveyed to the United States free of cost; title being approved by the 
Department of Justice September 21, 1910. 

Effect of improvement. —The effect of the improvement on freight rates has 
not been reported, but it has facilitated and expedited shipments of fruits and 
other perishable merchandise. The cut-off at the mouth saves 3 miles to and 
from points up Delaware River and assures a deeper entrance. 

Proposed operations. —It is proposed to apply the balance available in main¬ 
tenance by dredging. This amount is not sufficient to restore the channel to 
project dimensions, and it is proposed to combine it with the funds estimated 
for the fiscal year ending June 30, 1918, in redredging the channel from Stony 
Point up through the city of Bridgeton to the Nail Works Bridge. No dredg¬ 
ing has been done on this river since 1913, and the channel is subject to slow 
deterioration. Experience indicates that the combined amounts available and 
estimated for will be sufficient for the work described. 

Recommended modifications of project. —None. 

Commercial statistics. —The general character of commerce for the current 
year was coal, lumber, oysters, cereals, hay, farm produce, fertilizers, lumber, 
and general merchandise. 


Comparative statemen t. 


Fiscal year. 

Short tons. 

Value. 

1913. 

50 186 

$605,190.00 
427,425. On 
898,472.8 

1914. 

33 426 

1915. 

63^802 



Amount expended on all projects to June 30, 1916: 

New work_$84, 578. 89 

Maintenance___ 10. 034. 54 


Total_ 94, 613. 43 

July 1, 1916, balance unexpended_ 3,786.57 


Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 5, 000. 00 


MAURICE RIVER, N. J. 

Location and description. —This river, a tidal stream, rises in Gloucester 
County, flows southerly and southwesterly through Cumberland County, and 
empties into Delaware Bay, through Maurice Cove, about 89 miles below Phila¬ 
delphia, Pa. It has a drainage area of about 377 square miles of flat country. 
The navigable length of the stream is 24 miles. 

Existing project .—This project was adopted by the river and harbor act of 
June 25, 1910, and provides for a channel 7 feet deep at mean low water across 
the bar at the mouth in Maurice Cove and up to the head of navigation at 
Millville, including a turning basin at the upper end, the width to Millville 
Bridge to be 100 feet, and thence 60 feet to the mill dam, at an estimated cost 
of $156,200 (H. Doc. No. 664, 59th Cong., 1st sess., with map.) The mean range 
of tide is 5 feet at the mouth and 6 feet at Millville. The sections of river 
included in the project are from the mouth out to the 7-foot contour in Dela¬ 
ware Bay, a distance of 3 miles, and from French Bar upstream to the head of 
navigation, at Millville, a distance of 4 miles. 

Condition at the end of fiscal year. —About 45 per cent of the project has been 
completed. The minimum usable depth June 30, 1916, across the bar in Maurice 
Cove was 6 feet and in the river 5.5 feet. Total expenditures under the existing 
project to close of the fiscal year for original work, $63,954.20, and for main¬ 
tenance, $6,285.41, a total of $70,239.61. 

Effect of improvement. —Larger vessels can now be used, and in consequence 
there is a larger output from the sand deposits, and vessels can now be operated 
to Millville at low tide. The full effect and value of the improvement can not 
be determined until the channel outside the mouth is completed. 

Proposed operations—It is proposed to apply the balance available to the 
extension of the improvement by dredging the channel across Maurice Cove to 


















RIVER AND HARBOR APPROPRIATION BILL. 


73 


project depth, as far as the available funds will go, and to use the funds esti¬ 
mated for the fiscal year ending June 30, 1918, toward completing the channel 
across Maurice Cove and in continuing the improvement of the river and 
maintenance of the dredged channel in the upper river, where the river bed is 
sandy and subject to considerable deterioration. No work has been done in 
the upper river since 1913. 

Commercial statistics .—The general character of the commerce for the cur¬ 
rent year was coal, fish, oysters, hay, molding sand, bricks, fertilizers, and 
agricultural products. 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

526,448 
193,507 
195,160 

$2,356,676.00 

1,921,028.88 

1,519,598.50 

1914. 

1915. 



Financial summary. 


Amount expended on all projects to June 30, 1916: 

New work___$106,954. 20 

Maintenance_ 6, 285. 41 


Total_ 113, 239. 61 

Balance available for fiscal year ending June 30, 1917_ 11, 685. 39 


Amount (estimated) required to be appropriated for completion of 

existing project_ 74, 200. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for works of improvement and for maintenance_ 25, 000. 00 


TUCKERTON CREEK, N. J. 

Location and description. —This creek, a tidal stream, rises and 
flows southeasterly through Ocean County into Little Egg Harbor, 
about 8 miles north of Little Egg Inlet. 

Existing project. —This project was adopted by the river and 
harbor act of June 13, 1902, and provides for a channel 6 feet deep 
at mean low water, 80 feet wide from Gaunts Point, seven-eighths 
of a mile to the mouth of the creek; thence up the creek, 75 feet wide, 
1 mile to Parkers Landing; thence 60 feet wide five-eighths of a 
mile to West Tuckerton Landing; thence 5 feet deep at mean low 
water and 60 feet wide three-eighths mile to just above Scow Land¬ 
ing; and thence 3 feet deep at mean low water and 40 feet wide 
one-eighth mile to milldam at Tuckerton. Estimated cost, $61,380. 
(H. Doc. No. 274, 56th Cong., 1st sess.) The river and harbor act 
of March 3, 1905, modified the project, substituting for the channel 
from the mouth of the creek to Gaunts Point a channel from the 
mouth of the creek to the head of Marchelder Channel, a distance of 
about If miles, and eliminated the revetment wall, with the proviso 
that the cost of completion shall not exceed the estimate heretofore 
made for such improvement. The mean range of tide throughout 
the creek is 2f feet. The section included in the project extends 
from the head’of Marchelder Channel to Tuckerton, a distance of 
3f miles. 

Condition at the end of fiscal year.—Abowt 97 per cent of the 
project has been completed. The minimum usable depth across 




















74 


RIVER AND HARBOR APPROPRIATION BILL. 


Little Egg Harbor from the head of Marchelder Channel to the 
mouth of the creek is 6 feet, and to Scow Landing 4 feet, and to 
Tuckerton 2 feet. The total expenditures to June 30, 1916, were, 
for new work, $59,742.16, and for maintenance, $23,602.68, a total 
of $83,344.84. 

Local cooperation .—Consent by the owner of property at the 
mouth of the stream was given to the cutting off of the point of 
land. There are three municipal wharves or public landings along 
the creek, the cost of which is not known. 

Effect of improvement. —Navigation is now possible at low tide. 
No effect on freight rates has been reported and none is expected, as 
there is no competition. 

Proposed operations. —The balance available is too small for any 
operation. It is proposed to apply the funds estimated for the fiscal 
year ending June 30, 1918, in redredging the creek above the point 
where work was done during the present fiscal year. It is estimated 
that about 22,500 cubic yards can be removed with the amount esti¬ 
mated for, and this will restore the channel to project dimensions to 
the public landing in Tuckerton, where the greater portion of navi¬ 
gation ends. The cost of dredging at this locality is high, as dredg¬ 
ing plants must be brought from distant points to do the work. 

Commercial statistics. —The general character of the commerce for 
the current year was fish, oysters, clams, fertilizer, sand, lumber, 
garden and farm produce, and ice. 

Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913. 

16,755 

8,818 

21,997 

$472 400 

1914. 

389125 

1915. 

901 929 




Amount expended on all projects from .Tune 13, 1902, to June 30, 

1916: 

New work-$59, 742.16 

Maintenance_ 23, 602. 68 

Total- 83, 344. 84 

July 1, 1916, balance unexpended_ 35 . 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement___ 5 , 000. 00 

HARBOR AT PITTSBURGH, PA. 

Location and description. —The Allegheny and Monongahela Riv¬ 
ers join at Pittsburgh to form the Ohio, the harbor extends from 
Davis Island Dam on the Ohio to the head of the river at Pittsburgh, 
a distance of 4.7 miles; up the Allegheny River 7 miles to Aspinwall; 
and up the Monongahela River to McKeesport, a distance of 15.5 
miles, making the total length of harbor 27.2 miles. 

Existing project. —The existing project was adopted by the river 
and harbor act of March 3, 1899. It contemplated improvement at 
an estimated cost of $110,662.90 and maintenance at an annual cost 
of $10,000. (See Annual Report for 1899, p. 2399.) As regards im- 




















RIVER AND HARBOR APPROPRIATION BILL. 


75 


provement, the project provided for dredging a channel in the lower 
harbor 10 feet deep at normal pool level and 500 feet wide below 
Smithfield Street Bridge, Monongahela River, and of less width 
above this bridge and in the Allegheny River, limited by lines from 
ends of channel spans of successive bridges, except at the Panhandle 
Railroad bridge, Monongahela River, where the width was to be 570 
feet, including two channel spans. Provision was also made for 
raising the old riprap dam across the Brunot Island back channel 
for the establishment of harbor lines and for the removal of ob¬ 
structive fillings beyond the harbor lines. With respect to improve¬ 
ment the project is completed. As regards maintenance, it contem¬ 
plates dredging and snagging with a view of maintaining average 
channel widths as follows: On the Ohio, about 1,100 feet; on the 
Allegheny, about 930 feet; and at different parts of the Monongahela, 
from 750 to 950 feet; maintenance of harbor lines and inspection in¬ 
cident thereto, all as provided for by river and harbor acts from time 
to time. The present estimated annual cost is $5,000. 

Condition at the end of fiscal year. —The project as regards im¬ 
provement was completed in the fiscal year 1904. The condition of 
the harbor is such as meets the requirements of navigation at the 
present time, except that navigation on the Allegheny River above 
the Sixth Street Bridge is restricted by low bridges and that at times 
in the winter months, when Davis Island Dam is lowered, there is 
insufficient depth. During the last five years 6 and 9 foot navigation 
have been possible an average of 319 and 213 days, respectively. The 
minimum depth in the lower harbor has been increased from less 
than 8 to 10 feet. The increased channel widths contemplated by the 
project are being maintained. The total expenditure to end of fiscal 
year was $110,662.90 for improvement and $70,353.49 for mainte¬ 
nance, a total of $181,016.39. 

Local cooperation. —The city of Pittsburgh has improved the pub¬ 
lic wharf along the right bank of the Monongahela River by paving 
and constructing a system of roadways at a cost of $21,901.95. The 
extensive dredging of sand and gravel by private interests has con¬ 
siderably improved the harbor conditions. 

Effect of improvement. —The effect of improvement has been to 
lengthen the period of navigability, as well as to render navigation 
easier and safer. The harbor improvement has also made available 
to the city of Pittsburgh the general improvement of the rivers of 
the district, and consequently aids these improvements in their effect 
on freight rates, as reported elsewhere. 

Proposed operations. —It is proposed to use the funds which are 
shown as available for the year ending June 30, 1917, as follows: 
(1) The patrol of banks, to prevent improper deposits and encroach¬ 
ments beyond established harbor lines, $920; (2) field and office 
work in connection with maintenance of harbor-line markings, $900; 

(3) inspection of work being done under department permits, $840; 

(4) examination and study of drawings submitted with applications 
for permits,.$660; (5) supervision of dredging and scraping at land¬ 
ings, etc., and examination of same upon completion, $360; (6) cost 
of operation of inspection and survey boat Kittanning , which will be 
used part time on all items except (4), $1,578. Under this distribu¬ 
tion the available funds will be exhausted about June 30, 1917. 


76 


RIVER AND HARBOR APPROPRIATION BILL. 


It is proposed to continue these operations in connection with the- 
maintenance of the harbor during the fiscal year 1918, as follows: 

(1) The patrol of banks to prevent improper deposits and encroachments 


beyond established harbor lines___ $830 

(2) Field and office work in connection with maintenance of harbor¬ 

line markings_ 790 

(3) Inspection of work being done under department permits_ 740 

(4) Examination and study of drawings submitted with applications for 

permits_ 570 

(5) Supervision of dredging and scraping at landings, etc., and exam¬ 

ination upon completion_ 330 

(6) One-fourth total cost of operation of inspection and survey boat 

Kittanning, which will be used part time on all items except (4)_1, 740 


Total_5,000 


The average amount expended during the last three years is about. 
$4,000. This being less than the amount requested for the fiscal year 
1918 is due to the fact that the appropriation of $7,500 of March 4 r 
1915, was not allotted until April, 1915, which accounts for the 
small expenditure of $2,712.61 in the fiscal year 1915. 

Commercial statistics .—There is given below a comparative state¬ 
ment of the commerce for the past three years, which consisted prin¬ 
cipally of coal, sand, gravel, iron, and steel products. For 1915 the 
tonnage was distributed among these classes as follows: Coal, 79- 
per cent; sand and gravel, 18 per cent; iron and steel products, 1.2 
per cent, leaving about 2 per cent for miscellaneous items. The 
usual limits of draft for this commerce are 6 feet to 8J feet for coal 
and iron and steel products and 4 feet to 7^ feet for sand and gravel. 
A packet line operating one boat between Pittsburgh and Greens¬ 
boro, Pa., on the Monongahela River was established during the 
year. The following craft were operated: 76 towboats, 7 sand-and- 
gravel dredges, 7 packet boats, 3 excursion boats, 4 ferryboats, and 
about 80 gasoline launches used for ferry, towing, and pleasure 
purposes. 

Comparative statement. 


1913. 

1914. 
1915 


Calendar year. 


Short tons. 


Value. 


13,308,796 

11,143,390 

12,622,955 


$27,056,709 
23,023,701 
28,169,463 


Amount expended on all projects from Mar. 3,1879, to June 30,1916 : 

New work_$110, 662. 90 

Maintenance_ 70, 353. 49 


Total_ 181, 016. 39 


Balance available for fiscal year ending June 30. 1917_ 5, 258. 26 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 5, 000. 00 


SCHUYLKILL RIVER, PA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1270, Sixty-fourth Congress, first session: 

The Schuylkill River empties into the Delaware River at Philadelphia. The 
upper portion has been canalized by the Schuylkill Navigation Co., beginning 
about 8£ miles above the mouth. The lower part was improved by the United 

























RIVER AND HARBOR APPROPRIATION BILL. 


77 


States between 1870 and 1901, since which time the channel has been improved 
and maintained by the city. The commerce of the river amounts to about 
8,000,000 tons a year, a considerable part of which is carried in deep-draft 
vessels. In view of the embarrassments experienced by vessels now in use 
and the demand for the use of larger vessels which are now debarred by in¬ 
adequate channel facilities the district officer believes that a channel of in¬ 
creased dimensions should be provided. He submits an estimate of cost amount¬ 
ing to $1,532,960 for undertaking improvement under a plan suggested by the 
Board of Engineers for Rivers and Harbors providing for a channel 30 feet 
deep and 400 feet wide from Delaware River to Twenty-ninth Street, thence 
30 feet deep and 300 feet wide to Passyunk Avenue Bridge, thence 26 feet deep 
and 200 feet wide to Gibsons P.oint, and thence 22 feet deep and 200 feet wide 
to Cleveland Avenue, with suitable widening at bends. Further investigations 
by the district officer, particularly with reference to the needs of the naval 
reserve basin at Girard Point, led him to the conclusion that the channel 
from Delaware River as far upstream as Girard Point should be given a depth 
of 35 feet, at an additional cost of $116,213, making the total cost of the project 
$1,649,173. To this extent be believes that the locality is worthy of improve¬ 
ment by the United States, provided the city of Philadelphia or the State of 
Pensylvania will maintain the improved channel until the sewage-treatment 
works shall have been completed and placed in operation. The district officer 
considers that this work of maintenance, taken in connection with the dredg¬ 
ing already done and the bulkheading of the channel now in progress, is a 
sufficient degree of cooperation on the part of local interests. The division 
engineer concurs in the recommendations of the district officer. 

The Board of Engineers for Rivers and Harbors is of opinion that it is ad¬ 
visable for the United States to undertake the work as proposed by the district 
officer, but believes that dredging to a greater depth than 30 feet in the section 
below Girard Point should be deferred until such greater depth has been se¬ 
cured in the main Delaware River Channel. 

I concur in general with the views of the district officer, the division engineer, 
and the Board of Engineers for Rivers and Harbors, and therefore report that 
the improvement by the United States of Schuylkill River from the Delaware 
River to South Street Bridge is deemed advisable to the extent of providing a 
channel 35 feet deep at mean low water and 400 feet wide from Delaware 
River Channel to Girard Point, thence 30 feet deep and 400 feet wide to Twenty- 
ninth Street, thence 30 feet deep and 300 feet wide to Passyunk Avenue Bridge, 
thence 26 feet deep and 200 feet wide to Gibsons Point, and thence 22 feet deep 
and 200 feet wide to Cleveland Avenue, suitably widened at bends, at a total 
estimated cost of $1,649,173 for first construction and about $45,000 annually 
for maintenance, provided the city of Philadelphia or the State of Pennsylvania 
shall maintain the improved channel until the projected sewage-treatment 
works shall have been completed and placed in operation, and provided further 
that no depth in excess of 30 feet at mean low water shall be provided or main¬ 
tained in the lower section of the river from the mouth to Girard Point until 
such greater depth has been secured in the main Delaware River Channel from 
Philadelphia to the sea. 

DELAWARE RIVER, PA., N. J., AND DEL., PHILADELPHIA, PA., TO THE SEA. 

Location and description .—The Delaware River has its sources in 
Green, Schoharie, and Delaware Counties, in southeastern New York. 
It flows in a general southerly direction, forms the boundary line be¬ 
tween the States of New York and New Jersey on the east, and Penn¬ 
sylvania and Delaware on the west, and empties into Delaware Bay. 
The total length of the river is about 315 miles. The distance by the 
river from Philadelphia Harbor to the harbor of refuge at the mouth 
of Delaware Bay is about 101 miles. The section included in this 
project is about *63 miles in length, and extends into Delaware Bay 
for a distance of about 8 miles below the mouth of the river at Liston 
Point, the accepted point of division between Delaware River and 
Bay. The distance from the mouth of the river at Liston Point to 
the Atlantic Ocean is about 50 miles. (See U. S. Coast and Geodetic 


78 


RIVER AND HARBOR APPROPRIATION BILL. 


Survey Charts Nos. 294, 295, and 29G.) The distance from Allegheny 
Avenue, Philadelphia, to Lalor Street, Trenton, is about 30 miles. 

Existing project .—The existing project, adopted by the river and 
harbor act of June 25, 1910, provides for a channel from Allegheny 
Avenue, Philadelphia, to deep water in Delaware Bay, with a depth 
of 35 feet at mean low water, and a width of 1,000 feet in Philadel¬ 
phia Harbor, 1,200 feet at Bulkhead Bar Shoals, 1,000 feet at the 
other bends, and 800 feet in the straight parts, and for the construc¬ 
tion of five dikes and the topping olf and extension of three existing 
dikes, for the better regulation and control of the tidal flow, at an 
estimated cost of $10,920,000 for original work and $300,000 annually 
for maintenance, in accordance with the report published (with 
maps) in House Document No. 733, Sixty-first Congress, second 
session. 

It is estimated that to complete the projected channel will require 
the removal, by dredging, of about 73,208,000 cubic yards of soft 
material, and the removal of about 53,260 cubic yards of ledge rock 
from Philadelphia Harbor. No modification has been made in the 
existing project since its adoption. The mean range of tide at vari¬ 
ous points of the river is as follows: Philadelphia, Pa., 5.3 feet; Fort 
Mifflin, Pa., 5.5 feet; Billingsport, N. J., 5.6 feet; Chester, Pa., 5.8 
feet; Marcus Hook, Pa., 5.9 feet; Edgemoor, Del., 6 feet; New Castle, 
Del., 6 feet; Liston Point, Del., 5.9 feet; and Lewes, Del., 4.4 feet. 

Condition at end of fiscal year .—At the end of the fiscal year the 
existing project was about 39 per cent completed. The total quantity 
of material dredged was approximately 25,554,000 cubic yards, or 
about 35 per cent of the total quantity to be removed to complete 
the project. The total quantity of stone placed in the dikes included 
in the project was approximately 628,000 tons, which is about 54 
per cent of the total dike work contemplated. The total length of 
channel completed to the project dimensions was approximate^ 24 
miles, continuous from Greenwich Point, at the lower end of Phila¬ 
delphia Harbor, to a point just above New Castle, Del., except for one 
gap of 0.7 mile, where contract for dredging was annulled before 
completion, two gaps aggregating 0.3 mile, where small areas of 
ledge rock exist in one-half of the channel, and one gap of 3 miles, 
opposite Wilmington, Del., where contract dredging has been post¬ 
poned pending the completion of the Edgemoor Bulldiead extension. 
The portions of the channel which have not been excavated to the 
depth contemplated bv the existing project are being maintained by 
Government plant. The controlling depth at the end of the fiscal 
year was 30 feet at mean low water. Two of the new dikes included 
in the existing project, those at Chester Island and Old Man Point, 
have been completed and work on the others is in progress. The 
total amount expended in connection with the existing project to 
the end of the fiscal year was $6,162,276.92, of which $4,185,875.46 was 
for new work and $1,976,401.46 was for maintenance. 

Local cooperation .—The existing project was adopted without 
special conditions being imposed. A comprehensive plan for en¬ 
larging and improving the terminal facilities of the city of Philadel¬ 
phia has been inaugurated by that municipality. From 1854 to June 
30, 1916, the city of Philadelphia, the State of Pennsylvania, and the 
Girard estate of Philadelphia have appropriated jointly the sum of 
$33,022,831.76 (which amount includes a loan of $13,300,000 recently 


RIVER AND HARBOR APPROPRIATION BILL. 


79 


authorized by the city of Philadelphia) for the purchase of sites and 
construction of piers and bulkhead in the Delaware and Schuylkill 
Rivers at Philadelphia; the construction and maintenance of meadow 
banks on the Delaware and Schuylkill Rivers; the purchase of ice¬ 
breaking boats and dredging plant; and other expenses incidental 
thereto. 

At the present time the city of Philadelphia owns 22 piers in the 
Delaware River, which were constructed at an approximate cost of 
$3,052,000. This number includes 4 modern steel and concrete piers 
having a length of from 551 feet to 582 feet and a width of from 120 
feet to 180 feet, which have been constructed since 1909. The city 
of Philadelphia now lias under construction a modern steel and con¬ 
crete double-deck pier, 900 feet by 250 feet, in the Delaware River at 
the foot of McKean Street, which will cost approximately $1,600,000 
to complete. 

Since 1899 the city of Philadelphia has removed approximately 
8,115,000 cubic yards of material from within the limits of the main, 
ship channel in the Delaware River between Port Richmond, at the 
upper end of Philadelphia Harbor, and the south line of the State 
of Pennsylvania. The cost of this item of work is approximately 
$1,552,000. 

In addition to the aboA^e the city of Philadelphia has removed 
approximately 2,996,000 cubic yards of material in deepening and 
maintaining the channel of the Schuylkill RKer, at an approximate 
cost of $895,000. The city has also removed about 107,000 cubic 
yards of material in Avidening, deepening, and maintaining the chan¬ 
nel in Frankford Creek, in the upper part of the harbor, at a cost of 
approximately $18,000. 

At the present time the city oaviis and operates three ice-breaking 
boats, to keep the river channel open during the winter months. The 
city also oAvns and operates a dredging plant consisting of one 18- 
inch hydraulic dredge, one 6-cubic-yard clamshell grapple dredge, 
and one 1-cubic-yard orange-peel grapple dredge, Avith attendant 
plant, which is used in dredging the channels of the Delaware and 
Schuylkill Rivers and in dredging out docks on the same waterAvays. 

There are 157 privately owned piers in the Delaware River at the 
port of Philadelphia. The lengths and width of these piers vary 
from about 100 feet to about 900 feet, and from about 40 feet to 
about 200 feet, respectively. 

A detailed report of the work done by the city of Philadelphia 
and other local interests in connection with the improvement of the 
harbor facilities at the port of Philadelphia is contained in the re¬ 
port of the district officer. 

Effect of improvement .—Work on the improvement is not suffi¬ 
ciently advanced to affect foreign and coastAvise freight rates to any 
appreciable extent as yet. The work so far completed in the upper 
part of the channel has greatly facilitated the movements of the 
larger and deeper draft vessels. Freight rates by regular steam¬ 
ship lines plying between points located on the section of the river 
under improvement average about 25 per cent less than railroad rates 
between like points. Rates on freight carried by small craft through 
the improved section of the river average about 50 per cent of rail¬ 
road rates. 


80 


RIVER AND HARBOR APPROPRIATION BILL. 


Proposed operations .—It is proposed to expend about $597,000 of 
the funds now available as follows: 


Maintenance of existing channel with Government plant during the 

fiscal year 1917_$325, 000 

Completing stone revetment around Artificial Island in the lower Dela¬ 
ware River to provide a place for the reception of material dredged 

in maintaining the channel_ 110, 000 

Renewal of boilers on United States plant employed in maintenance 

work_ 67, 000 

Trial of U. S. dredge New Orleans (Fruhling type), belonging to the 
New Orleans district, with a view of transfer of same in exchange 

for a dredge belonging to this district_ 50, 000 

Construction of storehouse at Fort Mifflin_ 25, 000 

Filling wharves and bulkhead at Fort Mifflin, filling and grading the 

shore approach thereto, and dredging the river approach to the same. 20, 000 


Total_ 597, 000 


It is expected that all funds reserved for maintenance will be ex¬ 
hausted by June 30,1917. It is proposed to expend the balance of the 
available funds, amounting to approximately $1,837,400, in continu¬ 
ing the construction of the 35-foot channel by dredging and dike con¬ 
struction now under contract and by entering into new contracts for 
the removal of approximately 10,000,000 cubic yards of soft material, 
by extending the existing Edgemoor Dike from its present terminus 
to the mouth of the Christiana River, by removing the Mameluke 
Rock area in Philadelphia Harbor, to which work the sum of $600,000 
authorized to be contracted for by the river and harbor act of July 27, 
1916, will be applied, and by removing three isolated rock areas on 
Tinicum, Chester, and Marcus Hook lighthouse ranges, about 17 
miles below Philadelphia. It is expected that all dredging will be 
completed by December 31, 1917; that the Edgemoor Dike will be 
completed by June 30, 1918; that the isolated rock areas on Tinicum, 
Chester, and Marcus Hook lighthouse ranges will be completed by 
December 31,1917; and that the Mameluke Rock area will be removed 
by December 31, 1919. 

It is estimated that the sum of $2,020,000 can be profitably ex¬ 
pended during the fiscal year 1918, in continuing the work under the 
existing project. The work which it is proposed to carry on under 
this estimate is as follows: 

Operation and repair of maintenance plant, consisting of two seagoing- 
suction dredges, one hydraulic dredge and attendant plant, for one 

year from July 1, 1917- $325,000 

Removal of Mameluke Rock under continuing contract_ 150,000 

Removal of approximately 8,360,000 cubic yards of material by con¬ 
tract, at an estimated cost of 12£ cents per cubic yard_ 1,045,000 

Completion of Edgemoor Bulkhead to the mouth of Christiana River, 

in accordance with the approved project_ 275,000 

Engineering and contingencies_ 225,000 

Total- 2,020,000 

Owing to the increased cost of coal, supplies, and labor, the esti¬ 
mate of funds required for maintenance work has been increased 
from $300,000 to $325,000 per annum. 

Commercial statistics .—Foreign commerce at the port of Phila¬ 
delphia during 1915 shows an increase of nearly 10 per cent in both 
tonnage and value over 1914. Imports show a falling off from 1914, 
but exports show an increase of more than 1,100,000 tons and a valua- 
















RIVER AND HARBOR APPROPRIATION BILL. 


81 


tion nearly double that of 1914. The principal commodities carried 
during the year consisted of coal, lumber, ores, iron, and steel prod¬ 
ucts, oil, sugar, grain, food stuffs, and general merchandise. The 
usual loaded draft limits of vessels engaged in foreign and coastwise 
trade calling at Philadelphia or other points on the Delaware Eiver 
are approximately as follows: 

Transoceanic: Feet. 

General cargo carriers_29.5 

Ore carriers_29.0 

Oil carriers_30.0 

Grain carriers_27.0 

Sugar carriers_29.0 

Iron and steel carriers_28.0 

The tabular statement following shows the amount and value of 
the commerce carried during the past three calendar years: 

Comparative statement. 


Coastwise: Feet. 

General cargo carriers_21.0 

Coal barges_22.0 

Lumber carriers_18.0 


Calendar year. 

Short tons. 

Value, 

1913. 

26,569,352 
24,817,952 
26,189,790 

$1,229,454,962 
1,033,229,869 
1.116,529,839 

1914 . 

1915 . 



Amount expended on all projects from Apr. 6, 1802, to June 30, 

1916: 

New work_ $17,187, 841. 98 

Maintenance_ 3, 001, 810. 48 


Total_ 20,189, 652. 46 


Balance available for fiscal year ending June 30, 1917_ 2, 434, 399.17 

Amount of continuing-contract authorization, act of July 27, 

1916___ 600, 000. 00 

Amount yet to be appropriated- 600, 000. 00 

Amount (estimated) required to be appropriated for comple¬ 
tion of existing project_ 4, 200, 000. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918 * 

For works of improvement__ 1 1, 695, 000. 00 

For maintenance of improvement_ 325,000. 00 


Total_ 1 2,020,000. 00 


DELAWARE RIVER, PA. AND N. J., PHILADELPHIA, PA., TO TRENTON, N. J. 

Location and description .— (See preceding report.) 

Existing project .—The existing project was adopted by the river 
and harbor act of June 25, 1910, and provides for the construction 
of a channel 200 feet wide and 12 feet deep at mean low water from 
Allegheny Avenue, Philadelphia, to Lalor Street, Trenton, in ac¬ 
cordance with the report printed (without map) in House Document 
No. 702, Sixty-first Congress, second session. It was estimated that 
the original work on this project would involve an expenditure of 
$360,000, and that $20,000 per annum would be required to maintain 


1 Of this amount $150,000 is for appropriation in the next sundry civil act for con¬ 
tinuing-contract work authorized by the river and harbor act of July 27, 1916. 

H. Kept. 1289, 64-2-6 






































82 RIVER AND HARBOR APPROPRIATION BILL. 

the channel. A map of this improvement is published in the An¬ 
nual Report of the Chief of Engineers for 1914, page 1804. 

Condition at the end of fiscal year. —All work contemplated under 
the project was completed during the fiscal year 1913, with the ex¬ 
ception of the dike at the upper end of Mud Island (about 9.5 miles 
above Allegheny Avenue). The construction of this dike has been 
deferred until its necessity can be more fully determined by observa¬ 
tions extending over several years. Considerable shoaling has oc¬ 
curred at a number of places since the completion of the channel. A 
small amount of maintenance dredging has been done during each 
fiscal year since 1913, the total quantity of material removed being 
approximately 40,000 cubic yards, but the complete removal of shoals 
was not accomplished during any of these years. An examination 
of the channel, made during the latter part of June, 1916, indicates 
that approximate^ 160,000 cubic yards of dredging will be required 
to restore the channel to project dimensions. The controlling depth 
at the end of the fiscal year was 10 feet at mean low water. The 
total expenditures under the project have been $342,173.04, of which 
$310,979.21 was for new work and $31,193.83 for maintenance. 

Local cooperation. —No conditions requiring local or State cooper¬ 
ation were imposed by the adopted project and no improvements of 
any consequence have been made in water terminal facilities on this 
section of the river, except at Trenton, N. J., details of which are 
contained in the report of the improvement of the river from Lalor 
Street, Trenton, to the upper railroad bridge. 

Effect of improvement. —The improvement has enabled medium 
draft seagoing vessels to receive and discharge cargoes at several 
large industrial plants located on this section of the river, and per¬ 
mits the regular lines of packet boats to run on schedule time between 
Philadelphia and Trenton. There has been no appreciable effect on 
freight rates on commerce confined to this section of the river. 

Proposed operations. —Considerable shoaling has taken place in 
the channel between Mud Island opposite Delanco, N. J., and Bur¬ 
lington, N. J. It is estimated that it will be necessary to remove 
about 160,000 cubic yards of material to restore the channel to the 
project depth. It is proposed to expend the funds .now available, 
amounting to $32,843, in the restoration of the channel. It is ex¬ 
pected that this work will be completed on or before June 30, 1917. 

Based upon previous experience, it is anticipated that maintenance 
of the channel during the fiscal year 1918 will require the removal of 
about 75,000 cubic yards of material. It will also be necessary to 
repair the Bordentown and Kinkora dikes by facing them with rip¬ 
rap stone, to replace the original facing of gravel and cobbles, which 
has been carried away by freshets. It is estimated that during 1918 
it will cost about $15,000 to remove the shoals from the channel and 
about $25,000 to make the repairs necessary to the dikes. 

Commercial statistics. —The commerce on this section of the river 
consists principally of bricks, coal, dairy and farm products, general 
merchandise, clay and iron pipe, pig iron, sand, gravel, and stone. 
Approximately 78 per cent of the total tonnage is carried in barges 
of 9 to 12 feet draft, 13 per cent in canal boats of 5 to 5-| feet draft, 
and the remainder in sailing vessels and steamers of 6 to 9 feet draft. 
There are now three lines of passenger steamers plying between 
Philadelphia and Trenton, one of which was established during the 


RIVER AND HARBOR APPROPRIATION BILL. 


83 


fiscal year. The improvement has not affected freight rates to any 
extent, nor the nature of the commerce carried, nor has it affected to 
any marked degree the amount and value of commercial movements. 
The amount and value of the commerce carried during the past three 
calendar years are as follows: 


Comparative statement . 


Year. 

Short tons. 

Value. 

1913. 

1,869,521 
1,712,271 
1,782,422 

$8,914,441 
11,254,950 
16,196,779 

1914. 

1915. 



Amount expended on all projects from-, 1872, to June 30, 

1916: 

New work___,_$508, 602. 46 

Maintenance_,___ 31,193.83 


Total_ 539, 796. 29 


Balance available for fiscal year ending June 30, 1917_ 32, 843. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 40, 000. 00 


DELAWARE RIVER, N. J., LALOR STREET, TRENTON, TO UPPER RAILROAD 

BRIDGE. 

Location and description. —See Delaware River, Philadelphia to 
the sea. 

Existing project. —The existing project was adopted by the river 
and harbor act of July 25, 1912, and provides for the construction by 
dredging of a channel 200 feet wide and 12 feet deep at mean low 
water, with a turning basin of the same depth at its upper end, 300 
feet wide and 400 feet long, near the New Jersey side of the river 
from Lalor Street to the upper railroad bridge at Trenton, a distance 
of about 1 mile, in accordance with the report published, with map, 
in House Document No. 839, Sixty-first Congress, second session, and 
subject to the conditions recommended by the Chief of Engineers on 
page 2 of said document. 

It was originally estimated that the proposed improvement would 
require the removal of about 426,000 cubic yards of material, at a cost 
of $164,000, and that it would require $5,000 per annum to maintain 
the improvement. Subsequent examination of the locality, however, 
indicates that it will be necessary to remove about 517,500 cubic yards 
of dredged material and about 7,000 cubic yards of ledge rock, and 
the work will cost about $301,000. 

Condition at the end of fiscal year. —It is estimated that the project 
is about 39 per cent completed. The channel has been excavated to 
the full project dimensions for a distance of 1,500 feet above Lalor 
Street, and to the project depth and one-half the project width for 
an additional length, not continuous, of about 3,000 feet. At the 
end of the fiscal year approximately 311,000 cubic yards of dredged 
material and 63 cubic yards of bowlders had been removed from 
within the channel limits. The total amount expended in connec¬ 
tion w T ith the project to the end of the year was $108,364.39, all for 



















84 


RIVER AND HARBOR APPROPRIATION BILL. 


new work. The work remaining to be done is the removal by dredg¬ 
ing of about 207,000 cubic yards of sand, gravel, clay, and bowlders, 
and the excavation of between 3,000 and 4,000 cubic yards of ledge 
rock. 

Local cooperation, —The adopted project imposes the condition 
that the city of Trenton shall provide substantial terminal facilities 
commensurate with the probable needs of present and prospective 
commerce. To meet this condition the city of Trenton has taken 
steps looking to the acquisition of all water-front property abutting 
on the proposed channel, and has prepared plans for a comprehensive 
scheme of municipal terminals. The conditions imposed by the 
adopted project have been met, and the Secretary of War gave his 
approval thereto on March 19, 1913. 

On May 6, 1915, the city of Trenton commenced the construction 
of a dock 205 feet wide and 12 feet deep at mean low water, and ex¬ 
tending inshore 438 feet from the existing pierhead line, at a point 
about 400 feet below the upper limits of the improvement. This dock 
will be entirely surrounded by a timber and concrete bulkhead. A 
double-decked wharf, 70 feet wide, and covered with a shed, will be 
constructed on the upper side of the dock. Passengers will be landed 
on the upper deck and freight on the lower deck. A part of the 
upper deck will be entirely inclosed and used for recreation purposes. 
It is estimated that the dock and wharf complete will cost between 
$90,000 and $100,000. 

About one-half of the excavation for the dock has been completed. 
No work has been done on the construction of the wharf and bulk¬ 
head. The city of Trenton has also constructed an open pile and 
timber wharf, 100 feet long, at the lower end of the water front. 
This wharf will be used ultimately for handling low-grade freight. 
The water front within the city limits of Trenton is 6,735 feet in 
length, of which the city owns 3,040 feet and has entered condemna¬ 
tion proceedings for the acquisition of an additional 400 feet. A 
temporary landing wharf has been constructed by the city of Trenton 
at Lalor Street, and a new line of passenger steamers has been 
started between Philadelphia and Trenton. There are now three reg¬ 
ular lines of steamers plying between the two cities. 

Effect of improvement. —Work under the project has not advanced 
sufficiently to benefit navigation. 

Proposed operations. —It is proposed to continue the construction 
of a channel by dredging, removal of bowlders, and excavation of 
ledge rock. It is estimated that the funds in hand, amounting to 
$102,248.11, will be sufficient to complete all the work included in the 
project, with the exception of the removal of ledge rock, for which 
approximately $90,000, in addition to the funds available, will be 
required, and an estimate of this amount is submitted for the year 
ending June 30, 1918. 

Commercial statistics. —There is no commerce in this section of the 
river. 


Amount expended on all projects from July 25, 1912, to June 30, 

1916, new work-$108, 364. 39 

Balance available for fiscal year ending June 30, 1917_ 43, 955. 00 

Amount (estimated) required to be appropriated for completion 

of existing project- 90,000.00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for works of improvement_ 90, 000. 00 






RIVER AND HARBOR APPROPRIATION BILL. 


85 


DELAWARE RIVER, AT CAMDEN, N. J.-NEW PROJECT. 

Report of the Chief of Engineers, printed in H. Document 1120, 
Sixty-third Congress, second session: 

Camden is a thriving manufacturing city situated on the Delaware River 
opposite Philadelphia. The length of the reach under consideration is about 

miles. The tidal range is 5.3 feet. 

The commerce amounts to about 3,000,000 tons annually, having a value of 
over $25,000,000. The greater part of this commerce is carried on light or 
moderate draft vessels, but in 1912 there were handled 42,099 tons of foreign 
commerce in deep-draft vessels. 

The existing project for the Delaware River in the vicinity of Philadelphia 
and Camden provides for a channel 35 feet deep and 1,000 feet wide, and 
authorizes dredging to a depth of 15 feet along the Camden front where such 
depth does not already exist, increasing in depth, with the bottom sloping uni¬ 
formly to the edge of the deep-water channel. No work has been done on the 
existing project along the Camden front. Local interests have requested that 
depths of from 25 to 35 feet be provided along the 4£ miles of water front, 
but the district officer believes that the depths suggested are excessive, both 
for present and probable future requirements. He considers some additional 
Improvement necessary, however, and he proposes the following: 

“ From Cooper Point Ferry to Kaighn Point Ferry, a channel which at mean 
lower low water shall have a minimum depth of 18 feet, being considered suit¬ 
able for boats of a maximum draft of 17 feet. 

“ From Kaighn Point Ferry to Newton Creek, a channel which at mean lower 
low water shall have a minimum depth of 30 feet, being considered suitable 
for boats of a maximum draft of 29 feet.” 

The estimated cost of the work proposed is $86,080. This plan provides bet¬ 
ter facilities for navigation than would be made available by the present 
project, and effects a substantial saving in cost. The district officer believes 
the locality is worthy of improvement to the extent above indicated. The divi¬ 
sion engineer concurs in this view, and states that the new channel should 
connect at the north end with the existing 18-foot channel north of Cooper 
Point. 

These reports have been referred, as requird by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to its report, dated June 
16, 1914. The board states that local interests have agreed to contribute 
$15,000 toward the work, and with this condition it concurs with the district 
officer and the division engineer in the opinion that it is advisable for the 
United States to undertake the improvement as proposed. 

I concur with the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that it is 
deemed advisable to modify the present project for improvement of the Dela¬ 
ware River from Philadelphia to the sea by providing in the vicinity of Camden 
a depth of 18 feet from that depth north of Cooper Point to Kaighn Point 
Ferry, and 30 feet from the latter point to Newton Creek, these depths to 
extend from the present projected 35-foot channel to a line parallel with and 
50 feet distant from the established pierhead line, at an estimated cost of 
$86,080, provided local interests will contribute $15,000 to the work. 

WILMINGTON HARBOR, DEL. 

Location and description .—The Christiana River, a tidal stream, 
rises in and flows northeasterly through New Castle County, Del., 
and through the city of Wilmington, emptying into the Delaware 
River about 29 miles below Philadelphia, Pa. Its navigable length 
is 15 miles. 

Existing project .—This project is for the formation, by dredging 
and rock removal, of a channel 21 feet deep at mean low water from 
the Delaware River to the pulp works, a distance of about 4 miles; 
thence diminishing to 10 feet at the Philadelphia, Baltimore <& 
Washington Railroad bridge No. 4; and thence 7 feet deep to New¬ 
port, a total distance of 8| miles; 250 feet wide from the Delaware 


86 RIVER AND HARBOR APPROPRIATION BILL. 

River to the mouth of the Brandywine; 200 feet thence to bridge 
No. 4, and 100 feet thence to Newport; also the construction of a 
jetty at the mouth of the Brandywine, one on the south side of the 
mouth of the Christiana, and the extension of the north jetty at the 
mouth of the Christiana. Estimated cost $476,625. The foregoing 
project was adopted by the river and harbor act of June 3, 1896, and 
modified by the river and harbor act of March 3, 1899. (H. Doc. 

No. 66, 54th Cong., 1st sess.; Annual Report for 1896, p. 973, and for 
1897, p. 1250.) The range of tide is 6 feet at the mouth of the 
Christiana River and about 5.4 feet at Newport. The section of 
harbor included in the project is the lower 9 miles of the river. The 
river and harbor act of July 25, 1912, provided for the purchase or 
construction of a Fruhling-type dredge and auxiliaries, including a 
wharf and depot, for maintenance of the project. Estimated cost, 
$250,000, with $30,000 annually for operation. (H. Doc. No. 359, 
62d Cong., 2d sess.) 

Condition at the end of fiscal year. —The prbject lias been com¬ 
pleted. The dredge Minquas has been completed and assigned to the 
work of dredging in the harbor. The concrete bulkhead and store¬ 
house were completed and repairs have been made to the jetty. The 
minimum usable depth June 30, 1916, from the Delaware River to 
the pulp works was 15 feet; and thence to Newport, 6 feet. The 
total expenditures under the present project to the close of the fiscal 
year were $443,651.63 for new work, and $741,318.91 for maintenance, 
a total of $1,184,970.54. 

Local cooperation. —By an act of the Delaware State Legislature 
passed March 9,1901, the city of Wilmington was authorized to con¬ 
tribute toward the improvement of Wilmington Harbor to the 
amount of 10 per cent of the United States Government appropria¬ 
tion to an aggregate not exceeding $60,000. To the close of the fiscal 
year the city of Wilmington has contributed $30,817.11, including 
interest on the contribution. 

Effect of improvement. —The transportation of freight of all 
classes, at rates slightly less than by rail, has been facilitated. 

Proposed operations. —It is proposed to apply the available funds 
to the completion of the dredge depot, to the operation of the dredge 
Minquas , and to miscellaneous work and expenditures in connection 
with the improvement, and to apply the amount stated as needed for 
1918 to like expenditures. The amount stated as needed is somewhat 
increased by the fact that no dredging was done between December, 
1913, and October, 1915, entailing the removal of about two years’ 
shoaling, and to a large extent to the increased cost of all materials 
and labor since the estimate was made in 1911. 

Commercial statistics. —The general character of commerce for the 
current year was hides, sand, ship timber, cordwood, coal, cotton, 
piece goods, nitrate of soda, oil, agricultural products, groceries, 
chemicals, ores, general merchandise, fiber, iron supplies, leather, 
building materials, machinery, etc. 


Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913 . 

473 382 

97A 9AQ Art 


QAQ* 1 QQ 

tjp'io, Z/U, 0O0. UU 
AQ QrtA AA7 A 4 


ooo, 
qcq 710 

Oo,oyt), yo 7 . U 4 
93,695,494.87 


OOu f / Ij 












RIVER AND HARBOR APPROPRIATION BILL. 87 

Amount expended on all projects from July 4, 1836, to June 30, 


New work- $845, 772. 84 

Maintenance— 

Dredging-$467,090.65 

Dredge- 212,353.37 

Depot- 34,302.10 

Maintenance— 

Repairs to north jetty_ 10, 430. 50 

Office expenses, superintendence, inspection. 17,142. 29 

- 741, 318. 91 

Total- 1, 587, 091. 75 

Balance available for fiscal year ending June 30, 1917_ 36, 999. 32 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 50,000.00 


Note.— In addition to the foregoing expenditures the city of Wilmington, 
Del., to the end of the fiscal year contributed $30,817.11, including interest, of 
which amount $10,911.14 remained unexpended June 30, 1916. 

MURDERKILL RIVER, DEL. 

Location and description. —This river, a tidal stream, rises in Kent 
County, Del., flows in a general northeasterly direction, and empties 
into Delaware Bay about 25 miles above Cape Henlopen. 

Existing projects. —This project was adopted by the river and har¬ 
bor act of July 13, 1892, and provides for a channel 7 feet deep from 
Delaware Bay to Frederica, 150 feet wide across the flats outside 
the mouth and 80 feet wide inside the river, at an estimated cost of 
$47,550. (H. Doc. No. 21, 52d Cong., 1st sess., and Annual Report 

for 1892, p. 981.) The mean range of tide at the mouth is 4.8 feet 
and at Frederica 1.8 feet. The section included in the project ex¬ 
tends from Delaware Bay to Frederica, 8-J miles. 

Condition at the end of fiscal year. —About 75 per cent of the 
project is completed. The remainder of the project is unimportant, 
as it consists of widening the channel across the flats and in the 
river beyond the dimensions needed by commerce and beyond eco¬ 
nomical maintenance. The minimum usable depth June 30,1916, was 
7 feet between Delaware Bay and Frederica. The total expenditure 
under the existing project for new work was $37,630.07 and for main¬ 
tenance $53,145.81, a total of $90,775.88. 

Local cooperation. —Land required for the one cut-off made under 
the project was voluntarily given free of cost to the United States in 
1895. 

Effect of improvement. —Freight rates are reported to be 25 to 50 
per cent lower by water than by rail, except in wintertime, when the 
boats can not run. Vessel movements at all stages of the tide have 
been made possible. 

Proposed operations. —The balance available will be applied to re¬ 
dredging shoaling in the portion of the river covered by the project. 
Previous experience has shown that the removal annually of about 
30,000 cubic yards will keep the channel free of shoaling that will 
interfere with navigation. It is proposed to apply the funds esti¬ 
mated for the fiscal year ending June 30, 1918, in similar work of 
maintenance. 














88 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics. —The general character of commerce for the 
current year was coal, fish, oysters, clams, stone, lumber, hay, fer¬ 
tilizers, canned goods, empty cans, agricultural products, and general 
merchandise. 


Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913. 

35,082 
26,269 
32,945 

$ 1,431,950.00 
924,870.20 
1,012,955.50 

1914 . 

1915. 



Amount expended on all projects from July 13,1892, to June 30,1916: 

New work_$37,630.07 

Maintenance- 53,145. 81 


Total_ 90,775.88 


Balance available for fiscal year ending June 30, 1917_ 5,115.11 

Amount (estimated) required to be appropriated for completion of 

existing project_ 12, 264. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ (*) 


MISPILLION RIVER, DEL. 

Location. —This river, a tidal stream, rises on the boundary line 
between Maryland and Delaware, flows northeasterly between Kent 
and Sussex Counties, and empties into Delaware Bay about 16 miles 
above Cape Henlopen. 

Existing 'project. —This project was adopted by the river and har¬ 
bor act of March 2, 1907, and provides for a channel 4 feet deep and 
150 feet wide across the bar outside of the mouth, protected by a 
jetty along the south side, and 6 feet deep at mean low water and 
60 feet wide, increasing to 75 feet at sharp bends, from the mouth to 
Milford, at an estimated cost of $87,065. (H. Doc. No. 102, 56th 

Cong., 2d sess.) The mean range of tide at the mouth is 4J feet 
and at Milford 3J feet. The section included in the project extends 
from Delaware Bay to Milford, a distance of 14 miles. 

Condition at the end of fiscal year. —About 90 per cent of the 
project has been completed. The remaining portion, which consists 
of widening several sharp bends in the river, is unimportant and 
not necessary to facilitate navigation. The minimum usable depth 
June 30, 1916, across the bar outside the mouth was 4 feet and in 
the river 4 feet. The total expenditures under the existing project 
to June 30, 1916, were $70,408.34 for new work and $53,557.35 for 
maintenance, a total of $123,965.69. 

Effect of improvement. —Freight rates are reported to have been 
reduced an average of 25 per cent, and the greater depth of water 
permits the movement of vessels in the river at low water. 

Proposed operations. —It is proposed to apply the available bal¬ 
ance in continuing work of repairs to jetties by filling the re¬ 
maining portions with stone where it has settled and in continuing 
the dredging for maintenance upstream toward Milford. These 


1 See consolidated financial summary at end of following item. 






















RIVER AND HARBOR APPROPRIATION BILL. 


89 


funds will not be sufficient to complete the dredging to Milford, and 
it is proposed to apply the funds estimated for the fiscal year ending 
June 30, 1918, in continuing to completion the dredging operations 
to Milford, which are estimated to then require the removal of about 
60,000 cubic yards. 

Commercial statistics .—The general character of commerce for the 
current year was raw bone, phosphate rock, fertilizers, coal, lumber, 
canned goods, timber, agricultural products, and general merchandise. 


Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913. 

157,150 
24,492 
31,778 

$6,155,600.00 
576,523.40 
1,014,346.68 

1914. 

1915. 



It is thought that the statement represents only a fraction of the 
actual commerce on the stream during 1915. 


Amount expended on all projects from 1879, to June 30, 1916: 

New work_$148, 798. 41 

Maintenance _1- 53, 557. 35 


Total_ 202, 355. 76 


Balance available for fiscal year ending June 30, 1917_ 10,000.31 

Amount (estimated) required to be appropriated for completion of 

existing project_ 7, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ (*) 

CONSOLIDATED. 

Amount expended on all projects from 1879 to June 30, 1916: 

New work_ 223, 401. 83 

Maintenance___ 136, 940. 64 


Total_ 360, 342. 47 


Balance available for fiscal year ending June 30, 1917_ 15,151. 50 

Amount (estimated) required to be appropriated for completion of 

existing projects_ 21, 264. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 20, 000. 00 


MISPILLION RIVER, DEL.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 678, 
Sixty-second Congress, second session: 

The river is now being improved by the United States under a project which 
provides for dredging a channel 6 feet deep at mean low water and 60 feet 
wide on bottom, increasing to 75 feet at sharp turns, from the head of naviga¬ 
tion at Milford to the mouth, a distance of about 13 miles; thence 4 feet deep 
and 150 feet wide across the flats, and the protection of the channel across the 
flats by a jetty. The improvement now desired is the making of a number of 
cut-offs to eliminate some sharp bends and shorten the distance between Milford 
and Delaware Bay, and an increase in the depth across the flats to 6 feet to 
correspond with the project depth in the river. 


1 See consolidated financial summary following. 






























90 


RIVER AND HARBOR APPROPRIATION BILL. 


The district officer presents a plan for further improvement as follows: ( a ) 
Excavate five cut-offs in the river 6 feet deep and 50 feet wide on bottom, 
thereby shortening the distance up to Milford about 2£ miles and eliminating 
several long tortuous bends and sharp turns and rendering future maintenance 
more economical, as explained in his report; (&) restore the present river 
channel to project dimensions, 6-foot depth and 60-foot width where necessary; 
(c) dredge across the flats to a depth of 6 feet over a width of 80 feet instead 
of 150 feet; and ( d ) extend the existing south jetty 750 feet. This plan is 
estimated to cost $70,400, and $5,000 annually for maintenance, and is recom¬ 
mended by the district officer and by the division engineer. 

The Board of Engineers for Rivers and Harbors concurs with the district 
officer and the division engineer in recommending the improvement of this 
locality as proposed, subject, however, to the condition that no cut-off shall be 
undertaken until the necessary right of way therefor shall have been provided 
without cost to the United States. 

I concur in general with the views of the district officer, the division engineer, 
and the Board of Engineers for Rivers and Harbors, and therefore in carrying 
out the instructions of Congress I report as follows: That the improvement by 
the United States of Mispillion River, Del., is deemed advisable so far as to 
secure an available mean low-water depth of 6 feet throughout from Delaware 
Bay to the town of Milford and width of 60 feet in the river except through 
the five cut-offs, which are to be dredged only 50 feet wide, and with a width 
of 80 feet across the flats instead of 150 feet as at present projected; also the 
extension of the existing south jetty 750 feet, at an estimated cost of $70,400 
for first construction and $5,000 annually for maintenance, subject, however, 
to the condition that no cut-off shall be undertaken until the necessary right 
of way therefor shall have been provided free of cost to the United States. 

SMYRNA RIVER, DEL. 

Location and description. —This river, a tidal stream, formerly 
Duck Creek, rises on the Maryland-Delaware divide, forms a part 
of the boundary line between New Castle and Kent Counties, flows 
in a northeasterly direction, and empties into the Delaware Bay 
about 57 miles below Philadelphia, Pa. 

Existing project. —This project was adopted by the river and har¬ 
bor act of June 25, 1910, and provides for dredging the channel 
from Smyrna Landing to the mouth 7 feet deep at mean low water 
and 60 feet wide and 100 feet wide across the bar outside of the 
mouth; also three cut-offs and the permanent protection of the chan¬ 
nel across the bar by jetties; estimated cost, $89,000. (H. Doc. No. 

815, 60th Cong., 1st sess., with map.) The mean range of tide at the 
mouth was 6 feet, at Flemmings Landing 4.2 feet, and at Smyrna 
Landing 3J feet. The section included in the project extends from 
the Delaware Bay to Smyrna Landing, a distance of 10 miles. 

Condition at the end of fiscal year. —This is a new project, just 
started, and at the close of the fiscal year 5 per cent of the project 
had been completed. The minimum usable depth June 30, 1916, be¬ 
tween Delaware Bay and Smyrna Landing was 4 feet. The total ex¬ 
penditures under the existing project to June 30, 1916, was $747.09, 
all of which was for new work. 

Local cooperation .—As required by law the land required for the 
necessary cut-offs was transferred to the United States free of cost, 
and the title was approved by the Chief of Engineers December 11, 
1915. 

Effect of improvement. —The improvement has not advanced far 
enough as yet to be a benefit to navigation. 

Proposed operations. —The funds available are being expended 
under contract in dredging operations to project dimensions, and 


RIVER AND HARBOR APPROPRIATION BILL. 


91 


will be used in continuing the dredging operations toward comple¬ 
tion of that portion of the project. It is proposed to apply the 
funds estimated for the fiscal year ending June 30, 1918, in starting 
operations of constructing a portion of the south jetty at the mouth. 
The length constructed will be dependent upon the price bid for the 
work. It is estimated that at least 1,000 feet can be constructed with 
this amount. 

Commercial statistics. —The general character of the commerce for 
the current year was coal, fertilizer, hay, cattle, canned goods, dairy 
products, agricultural products, and general merchandise. 


Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913. 

117,786 
20,216 
18,580 

$1,067,750.00 
299,451.74 
470,418.32 

1914. 

1915. 



It is believed that this statement of commerce may not fully rep¬ 
resent all the actual commerce transported on this stream during the 
year 1915. 

Amount expended on all projects from June 18, 1878, to June 30, 

1916: 

New work_,---$55, 831. 87 

Maintenance_ 22, 722. 85 

Total_ 78, 554. 72 


Amount (estimated) required to be appropriated for completion of 

existing project_ 59, 000. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for works of improvement_ 20,000. 00 

BROADK1LL RIVER, DEL. 

Location. —This river, a tidal stream, rises in and flows north¬ 
easterly through Sussex County and empties into Delaware Bay about 
5 miles above Cape Henlopen. The navigable length of the stream is 
about 11 miles. 

Existing project. —This project was adopted by the river and 
harbor act of March 2, 1907, and provides for the establishment of a 
permanent entrance by dredging a channel through Lewes Cape 6 
feet deep and 150 feet wide, from that depth in Delaware Bay to the 
same depth in Broadkill River, and the construction of a jetty on the 
north side of the entrance; estimated cost, $33,300. (H. Doc. No. 

214, 59th Cong., 2d sess., with map.) The mean range of tide at the 
mouth is 4i feet, and at Milton, 3^ feet. The section included in the 
project is the new entrance cut across Lewes Cape, connecting deep 
water inside wdth that outside, about a half mile in length. 

Condition at the end of fiscal year.— The project has been com¬ 
pleted. Minimum usable depth June 30, 1916, through the new en¬ 
trance was 2-J feet, and in the river 5 feet. The amount expended 
to the close of the fiscal year 1916, under the existing project, was 
$33,197.97 for new work, and $31,138.11 for maintenance, a total of 
$64,336.08. The project was completed at a saving of $102.03. 


















92 


RIVER AND HARBOR APPROPRIATION BILL. 


Local cooperation. —The land required for the new entrance was 
furnished voluntarily free of cost to the United States by the owner 
of the tract through which the new entrance was cut. Title to the 
land was approved by the Department of Justice, June 21,190T. 

Effect of improvement. —It has facilitated vessel movement by 
shortening the distance to the head of navigation 2 miles and by 
providing a permanent increased depth at the entrance. 

Proposed operations. —Provision has been made to apply the funds 
available to the restoration and maintenance of the jetty, which has 
deteriorated to a considerable extent. These funds will not be suffi¬ 
cient to complete the work of restoration throughout the entire length 
of the jetty, and it is proposed to apply the funds estimated for the 
fiscal year ending June 30, 1918, in continuing this work to comple¬ 
tion by placing stone to the amount of about 3,000 cubic yards in the 
jetty where the filling has settled. 

Commercial statistics. —The general character of the commerce for 
the current year was coal, fertilizer, piling, lumber, canned goods* 
agricultural products, and general merchandise. 

Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913. 

<l) 172 

(») 

$2,453 

91,915 

1914. 

1915 . 

5,879 



1 No statement obtained. 


Amount expended on all projects from June 10, 1872, to June 30, 

1916: 

New York_$68, 227. 97 

Maintenance_/_ 31,138.11 


Total_ 99, 366. 08 


July 1, 1916, balance unexpended_ 9, ,596. 59 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 10, 000. 00 


INLAND WATERWAY BETWEEN REHOBOTH BAY AND DELAWARE BAY, DEL. 

Location and description. —This tidal canal, situated in the south¬ 
easterly part of Sussex County, extends from Eehoboth Bay north¬ 
ward through the highland west of the town of Eehoboth Beach to 
Gordon Lake, thence through the marshes back of Cape Henlopen to 
Lewes Biver, it then follows the latter and Broadkill Iiiver, empty¬ 
ing into the Delaware Bay about 5 miles above Cape Henlopen. 

Existing project. —This project was adopted by the river and har¬ 
bor act of July 25, 1912, and provides for a canal 6 feet deep at 
mean low water, 50 feet wide through Lewes Eiver and the marshes, 
and 40 feet wide where it passes through deep cutting, including also 
the construction of two bridges. Estimated cost $356,000, which in¬ 
cludes $14,275 for the purchase of land, since obtained free of cost 
to the United States, making the actual estimated cost to the United 
States $341,725. Estimated annual cost of maintenance, $7,500. 


















RIVER AND HARBOR APPROPRIATION BILL. 


93 


(H. Doc. No. 823, 60th Cong., 1st sess., with map, and Rivers and 
Harbors Committee Doc. No. 51, 61st Cong., 3d sess.) The mean 
range of tide at the mouth of Broadkill River is 4J feet and at Lewes 
8 feet. The section included in the project is about 12 miles. 

Condition at the end of fiscal year. —About 44 per cent of the proj¬ 
ect has been completed. A channel 5 feet deep and from 35 to 50 
feet in width extends from a point 11,300 feet below Ocean House 
Bridge (removed) in the town of Lewes, southward through Lewes 
River, and across the marshes to within about 450 feet of the railroad 
crossing at Rehoboth, a distance of 8.2 miles. Between the lower 
limit of the improvement and Delaware Bay at the mouth of Broad¬ 
kill River there was a minimum usable depth of 2J feet. From the 
southern limit of the improvement at present to connection with the 
waters of Rehoboth Bay there remains a length of about 1,000 feet 
of highland excavation. The amount expended to the close of the 
fiscal year ending June 30, 1916, was $150,125.70, all of which was 
for new work. 

Local cooperation. —As required by law, the land required for cut¬ 
offs and for right of way for the canal from Lewes River southward 
was furnished free of cost to the United States by the State of Dela¬ 
ware and interested parties, with the exception of the railroad cross¬ 
ing at Rehoboth. The titles were approved by the Department of 
Justice November 3, 1892, and May 3, 1913. 

Effect of improvement. —The improvement has not progressed suf¬ 
ficiently to have any appreciable effect on commerce. 

Proposed operations. —The funds available are being expended in 
continuing the excavation between Gordon Lake and the railroad 
crossing, and upon the completion of this work, as the railroad bridge 
has been finished, any balance remaining will be applied to the exca¬ 
vation through the railroad bridge to connect with the canal ex¬ 
cavated several years ago from Rehoboth Bay northward and in 
extending the waterway from the present northern terminus of the 
improvement to the junction of Lewes River with the Broadkill 
River, a distance of about 1 mile, and in enlarging, as far as the funds 
will permit, the cross section of the waterway to project dimensions 
between Broadkill River and Rehoboth Bay. It is proposed to apply 
the funds estimated for the fiscal year ending June 30, 1918, in ex¬ 
tending the improvement by excavation to project dimensions toward 
completion and in restoring the jetties at the Rehoboth end of canal. 

Commercial statistics. —The general character of the commerce for 
the current year was farm produce, machinery, phosphate, cordwood, 
piling, mine props, coal, lobsters, crabs, fish, canned goods, and gen¬ 
eral merchandise. 

Comparative statement. 


Fiscal year. 

Short tons. 

Value. 

1913. 

( l ) 

4,928 

0) 

$67,122.60 

1914 . 

1915. 

13,655 

303,239.00 



No statement obtained. 










94 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from 1886 to June 30, 1916, new 

work_$150,125. 70 

Balance available for fiscal year ending June 30, 1917- 65,181. 30 

Amount (estimated) required to be appropriated for completion of 

existing project_ 115, 000. 00 


Amount that can be profitably expended in fiscal year ending June 
30,1918: 

For works of improvement_ 40, 000. 00 

For maintenance of improvement_ 10, 000. 00 


Total_ 50, 000. 00 


INLAND WATERWAY FROM CHINCOTEAGUE BAY, VA., TO DELAWARE 
BAY, AT OR NEAR LEWES, DEL. 

Location and description .—This waterway was to extend from 
Chinocoteague Bay, Va., northward, following the waterways parallel 
with the ocean, through Virginia, Maryland, and Delaware, cutting 
the neck of land at Ocean View, Del., and the land between Rehoboth 
Bay and the headquarters of Lewes River, entering the Delaware Bay 
opposite the town of Lewes, a distance of about 70 miles. 

Existing project .—This project, adopted in the river and harbor 
act of August 5, 1886 (Annual Report for 1885, pp. 891-905), pro¬ 
vides for a waterway 6 feet deep and 70 feet wide from Chincoteague 
Bay, Va., to Delaware Bay at or near Lewes, Del., a distance of about 
70 miles, at an estimated cost of $350,000. The project was modified 
in 1892 for the section between Rehoboth and Delaware Bay, a dis¬ 
tance of 8 miles, reducing the width to 20 feet on bottom, with 
turnouts 70 feet wide every mile. The river and harbor act of March 
3, 1905, repealed the project. The river and harbor act of 1910 re¬ 
vived the project in so far as the restoration and maintenance of the 
three Government-built bridges at Ocean View, Del., were concerned. 
(See H. Doc. No. 538, 59th Cong., 1st sess., with map.) 

Condition at the end of fiscal year .—The project was about one- 
third completed w T hen repealed in 1905, and no extension of the work 
under this project has been made since. The appropriation of $1,500 
in the river and harbor act of June 25,1910, and two subsequent allot¬ 
ments of $1,000 each have been applied to the maintenance of the 
Government-built bridges at Ocean View. The project for an inland 
waterway between Rehoboth Bay and Delaware Bay, Del., adopted 
by the river and harbor act of July 25, 1912, follows practically a 
portion of the line included in the project for the waterway between 
Chincoteague Bay, Va., and Delaware Bay, Del., and the completion 
of the former will accomplish the purpose of the Chincoteague-Dela- 
ware Bay project in connecting the intracoastal waterways of the 
Delmarvia Peninsula or the lower waters with Delaware Bay. Com¬ 
bining the work done under the two projects, the improvement of the 
waterway between Chincoteague Bay, Va., and Delaware Bay, Del., 
according to the plan of the earlier project, was about 45 per cent 
completed at the end of the last fiscal year. 

Local cooperation .—The land necessary for the cuts through high 
land between Assawoman Bay and Indian River Bay and between 
Rehoboth Bay and Delaware Bay was furnished free of cost to the 
United States by the State of Delaware. Title thereto was approved 
by the Department of Justice July 2, 1888, and November 3, 1892, 
respectively. 











RIVER AND HARBOR APPROPRIATION BILL. 


95 


Effect of improvement .—The canal is used to a constantly growing 
extent even in its uncompleted condition. Considerable traffic in 
farm produce, timber, piling, and general merchandise is being car¬ 
ried on among the landings and settlements along the waterways and 
from the railroad connections at Millsborough and Rehoboth. 

Proposed operations .—Although the three Government-built 
bridges at Ocean View, Del., are believed to be in good condition, the 
frequency of repairs is increasing with the increase of vehicle traffic 
over them. It is proposed to apply the funds now available and 
those estimated for the fiscal year ending June 30, 1918, in general 
repairs, as found necessary, and in maintenance. 

Commercial statistics .—The general character of the commerce for 
the current year was timber, tomatoes, strawberries, farm produce, 
coal, lime, oyster shells, canned goods, and general merchandise. 

Comparative statement. 


BETWEEN ISLE OF WIGHT BAY AND REHOBOTH BAY", DEL. 


Fiscal year. 

Short tons. 

Value. 

1913. 

0 } 

0) 

10,601 

0) 

( l ) 

$247,568.9* 

1914. 

1915... 



1 No statement obtained. 


Amount expended on all projects from Aug. 5, 1886, to June 30, 

1916: 

New work_^_$168, 411. 88 

Maintenance_ 27, 988. 59 


Total_____ 196, 400. 47 


July 1, 1916, balance unexpended- 841. 83 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement-- 1, 000. 00 

INLAND WATERWAY FROM DELAWARE RIVER TO CHESAPEAKE BAY THROUGH 
CHESAPEAKE & DELAWARE CANAL-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 196, 
Sixty-third Congress, first session: 

A first and partial report upon this waterway, including maps and estimate of 
cost, was forwarded by me on January 2, 1912 (printed in H. Doc. No. 391, 62d 
Cong., 2d sess.), in which recommendations were made ( a ) in favor of an im¬ 
mediate improvement of the section from Beaufort, N. C., to Norfolk, Va.; (b) 
in favor of the immediate purchase of the existing canal between Chesapeake 
Bay and Delaware River and its early enlargement to about 12 feet depth and 
appropriate width, leaving to a subsequent report (the present) the question of 
further deepening; (c) a postponement to a subsequent report (the present) of 
the question of what should be done between Delaware River and New York 
Harbor; ( d ) a postponement to a subsequent report (submitted Aug. 7, 1913, 
and now before Congress) of the through route between New York Bay and 
Fishers Island; and (e) unfavorably and against, under present physical and 
commercial conditions, any construction by the Federal Government of any in¬ 
land route between Fishers Island and Boston, Mass., other than what had 
already been authorized by past river and harbor acts. This present and final 
report is therefore confined to the unfinished matters under headings (5) and 
(c), as stated above, as to which the special board has submitted a special 


















96 


RIVER AND HARBOR APPROPRIATION BILL. 


report, dated February 14, 1912 (copy attached), duly considered and reviewed 
by the Board of Engineers for Rivers and Harbors in its report of July 22, 1912 
(copy attached). After due consideration of these two additional reports, in 
connection with the original reports, this office submits its own comments and 
recommendations as follows: 

Regarding the further improvement of the already recommended waterway 
between Chesapeake Bay and Delaware Bay, the Chief of Engineers concurs 
with both the special board and Board of Engineers for Rivers and Harbors in 
the opinion that it is advisable for the United States to buy the Chesapeake & 
Delaware Canal at a cost to the United States not exceeding $2,514,290 and to 
then enlarge it to a sea-level canal of 12 feet depth and 90 feet bottom width, 
with the least interference practicable to existing traffic, following, in general, 
the methods indicated by the special board, at a cost which, including the first 
year’s maintenance, amounts in round numbers to $8,000,000, of which 
$3,000,000 should be made available by the first appropriation, and economical 
work will then require subsequent appropriations of from $500,000 to 
$1,000,000 per year. 

The Chief of Engineers concurs with the Board of Engineers for Rivers and 
Harbors in the view that further deepening to 25 feet of the Chesapeake & 
Delaware Canal at an extra cost of $4,500,000 should await further observation 
as to the commercial changes resulting from the first increase in canal depth 
and especially the release from canal tolls. Moreover, the Chief of Engineers is 
of the opinion that the general public benefit will be that due to the increase 
of commerce by use of barges in tows and of medium-draft boats; and that the 
added benefits accruing from heavy-draft boats will be mainly local and conse¬ 
quently should await cooperation by the local States or those most directly bene¬ 
fited. As the work to be done is progressive, as under present Federal laws, 
the Engineer Department can always receive and expend local funds for such 
purposes, it will always be possible to increase the project depth above 12 feet 
up to 25 feet as fast as local cooperation furnishes the funds. 

Following are extracts from Senate Document 215, Fifty-ninth Congress, 
second session: 


War Department, 
Washington. January 12, 1907. 

Sir : In conformity with the requirements of joint resolution No. 37, approved 
June 28, 1906 (Pamphlet laws, 59th Cong., 1st sess., p. 835), I have the honor to 
transmit herewith the report, dated January 1, 1907, of the commission ap¬ 
pointed by the President of the United States to examine and report upon a 
route for the construction of a free and open waterway to connect the waters of 
the Chesapeake and Delaware Bays, with accompanying maps. 

In view of the value of the report to commercial interests, it is respectfully 
suggested that the report, with illustrations, be printed in its entirety. 

A like copy of the report, with accompanying maps, has to-day been trans¬ 
mitted to the Speaker of the House of Representatives in conformity to the 
resolution of the Congress. 

Very respectfully, Wm. H. Taft, Secretary of War. 

The President of the United States Senate. 


Baltimore, Md., January 1, 1907. 

Sir: This commission was authorized by public resolution No. 37 (Appendix 
A) of the Fifty-ninth Congress to “ examine and appraise the value of the works 
and franchises of the Chesapeake & Delaware Canal, connecting the waters of 
the Chesapeake and Delaware Bays, with reference to the desirability of pur¬ 
chasing the said canal by the United States and the construction over the route 
of the said canal of a free and open waterway having a depth and capacity suffi- - 
cient to accommodate the largest vessel afloat at mean low water,” and also “ to 
the extent that the same can be done from the surveys heretofore made under 
the direction of the War Department and within the limits of the appropriation 
herein made ” to “ examine and investigate the feasibility, for the purpose of 
such a waterway, of the route known as the Sassafras route.” The commission 
was ordered to “ make a report of its work, together with its conclusions upon 
the probable cost and the commercial advantages and the military and naval 
uses of each of the said routes, to the Secretary of War, who shall transmit the 
same to Congress at its next session.” In accordance with these instructions 



RIVER AND HARBOR APPROPRIATION BILL. 97 

the commission lias the honor to submit its conclusions, and, following them, its 
full report: 

CONCLUSIONS. 

1. Appraisement of the Chesapeake & Delaware Canal. —The commission be¬ 
lieves that no higher value than $2,514,289.70 should be paid by the Government 
for the works, franchises, bonds, real property, holdings, and all other claims of 
the Chesapeake & Delaware Canal Co., except certain outside holdings which 
have been deducted. 

2. The desirability of purchasing said canal and the construction over the route 
of a free ship canal. —The commission believes the purchase of the present canal 
to be desirable and the construction over the route of a free ship canal to lie 
justified by the demands of commerce and by military and naval considerations. 

3. The feasibility of the Sassafras route. —The commission finds this route 
entirely feasible, but more costly than the Chesapeake & Delaware Canal or 
Back Creek route. 

4. The cost of a canal on the Sassafras route. —The probable cost of a canal 
on the Sassafras route would be $23,071,864 by the Blackbird, or $21,143,470 by 
the Appoquinimink. 

5. The commercial advantages. —The commercial advantages would be prac¬ 
tically the same by both the Sassafras and the Chesapeake & Delaware routes. 

6. Military and naval uses of each of said routes. —They would be identical, 
except that the selection of the Sassafras route would necessitate the removal 
of the present defenses of the Delaware, entailing an expense of $2,150,000. 

7. The selection of route. —The commission believes the present Chesapeake & 
Delaware Canal route to be better, because for a ship canal it would be cheaper ; 
because it offers equal commercial advantages; because, being defended, it has an 
additional advantage of cost of $2,150,000; because it has fewer bridges; and 
because it is a developed property possessing earning capacity. 

THE REPORT. 

The commission was organized at a meeting in Baltimore on July 30,1906, Gen. 
Felix Agnus being elected chairman and L. It. Meekins appointed clerk to the 
commission. Meetings were held from time to time as required by current 
business. Public hearings were also conducted at Baltimore, Wilmington, and 
Philadelphia. 

In accordance with the terms of the resolution the commission made use of 
former surveys, and examined and investigated the Sassafras route. Much of 
the data was found in previous congressional publications, but Executive Docu¬ 
ment No. 102, of the Fifty-third Congress, third session, contained a resume of 
practically all previous papers on this subject. (The parts of this document 
pertinent to the commission’s work will be found in Appendix G.) The commis¬ 
sion, however, considered that as the terms of the resolution called for a much 
deeper channel than heretofore proposed, and as certain of the previous borings 
to determine the character of the excavated material gave unfavorable results, 
additional field work would be necessary. (See Appendix C.) 

THE APPRAISAL OF THE CHESAPEAKE & DELAWARE CANAL. 

In the appraisal of the works of the Chesapeake & Delaware Canal the canal 
company was called upon to furnish detailed bills of inventory of its property, 
with itemized valuation, but repeated requests failed to secure any but the most 
insufficient and almost totally useless figures. If there are any records of sur¬ 
veys showing the original profile of the canal route, or of the canal in detail as 
it now exists, the commission has not been able to secure them. To make such 
surveys would consume more time and money than are available, and in view 
of the fact that it is well-nigh impossible to separately evaluate “ the works and 
franchises,” the latter being practically inseparable from the former, expensive 
surveys in this connection would prove unjustifiable. The commission has, how¬ 
ever, considered the value of the works and franchises in every way (see Ap¬ 
pendix B), and it states as its appraised “value of the works and franchises 
of the Chesapeake & Delaware Canal,” $2,514,289.70. 

THE COMMERCIAL ADVANTAGES. 

Thus far the routes have been considered separately. The remaining points 
should be considered together, the military, naval, and commercial uses being 
either identical for the two or directly comparable. 

H. Kept. 12S9, 64-2-7 



98 


RIVER AND HARBOR APPROPRIATION BILL. 


In tlie commercial sense the difference between the two routes is so slight as to 
he inconsiderable when other items, such as engineering features, cost, or effects 
upon existing interests art' taken into account. The present Chesapeake & 
Delaware route is slightly shorter to Philadelphia, the Sassafras to the mouth 
of the Delaware, 

The distance from Baltimore to Philadelphia will he shortened by 328 miles, 
from Baltimore to the mouth of the Delaware Bay by 184 miles. Vessels can 
proceed from Baltimore to the mouth of the Delaware with full protection in 
weather when it would be hazardous to venture into the open sea. 

The projected canal across the Maryland-Delaware Peninsula would unques¬ 
tionably be a great convenience to foreign shipping. The view that it would 
not be used by ocean-going ships is the same contention that arose when the 
other great ship canals were built, but their history has shown that when the 
channel is cut the ships will always take the shortest course. 

The Delaware and Chesapeake Bays have a shore line of 2.500 miles, with 
500 tributary streams and more than 10.000 registered vessels. 

An idea of the trade immediately affected can be had from the statement 
contained in report No. 2725 to the Fifty-eighth Congress, which says: 

“ The commerce of the Delaware and Chesapeake, registered and otherwise, 
has been estimated all the way from 50,000.000 to 90,000.000 tons annually. 
This is much larger than the tonnage of the entire annual foreign commerce of 
the United States. The Isthmian Canal Commission estimated that the Panama 
Canal, now to be built at a cost approximating $200,000,000, would have carried 
a tonnage in 1899 of but 4,574,852 tons.” 

Of the registered tonnage traffic in a recent compilation, 25,873,167 were on 
Delaware Bay points and 24,151,932 on Chesapeake Bay points. These figures, 
however, do not include the undocumented and unregistered tonnage traffic, 
which would add nearly 100 per cent to the total. 

Considerably less than one-tenth of the traffic on the Delaware and Chesa¬ 
peake Bays and their various points belongs to foreign commerce. The great 
value of the proposed canal would be in facilitaing the coastwise trade. 

MILITARY AND NAVAL USES. 

In a general strategic sense the military advantages of the proposed ship 
canal appear most prominently in the channel offered for the rapid transit of 
naval vessels from one bay to the other to concentrate against hostile naval 
leets or for the breaking of blockades. 

To make the canal thus available at all times, its termini must be thoroughly 
protected by sufficient coast defenses to render its passage at all times open. 
This is at present secured on the Delaware for the Chesapeake & Delaware 
Canal route by existing defenses and on the Chesapeake by the defenses of 
Washington, Baltimore, and Hampton Roads, which an attacking naval force 
would hesitate to leave in its rear, sheltering cruisers that could demolish its 
boats of communication and supply. But full strategic use of the canal could 
be secured only by adequate coast defense at each terminus. It is not con¬ 
sidered that a project for the defense of the Chesapeake terminus lies within 
the scope of this report, as such project should receive careful consideration by 
a competent board of military engineers. The cost would be practically the 
same for either route. 

Assuming, however, that both termini are to be properly defended the canal 
itself offers many advantages to such defense by the ready means of intercom¬ 
munication afforded. The canal would permit the prompt interchange of troops 
and munitions between the coast batteries and particularly of the submarines, 
scout boats, and coast-defense monitors that now form an important factor in 
seacoast defense, thus minimizing the number required for a complete defense. 

Another important feature of the canal would be the obstacle presented by it 
as an adjunct for land defenses. These would serve as a base for troops operat¬ 
ing to break up military occupation of the peninsular or to check advances 
therefrom, without reembarkation should such occupation become effective. A 
geographical study of the Atlantic coast of the United States, as at present 
defended, shows the peninsula of Maryland and Delaware as the most vulner¬ 
able and suitable place for the location of a base for land operations should 
our Navy be driven from the seas. This was demonstrated by history in the 
War of 1812. (Appendix E.) 

The line of the canal properly defended would also prevent the closing of 
land communications to the coast forts on the Delaware, in case their reduc- 


RIVER AND HARBOR APPROPRIATION BILL. 


99 


tion by siege should be attempted, with the view to opening the way for a naval 
advance on Philadelphia. Should the proposed Sassafras route be selected for 
the route of the canal, additional defenses would be required on the Delaware 
to protect the entrance and prevent distant bombardment of vessels in the 
canal. Such defense would require the expenditure of over $2,000,000 for the 
abandonment of the present defenses of the Delaware and their reestablish¬ 
ment at a point farther down the river, probably in the vicinity of Listons 


Point, this estimate being obtained as follows: 

Construction of new batteries and accessories_$1, 220, 000 

Consruction of new barracks and post buildings_ 700. 000 

Transfer of armament__ 100, 000 

Purchase of land, 500 acres, at $250__ 125, 000 


Total_ 2, 205, 000 

Deduct sale value present reservations, 550 acres, at $100_ 55, 000 


Net balance_ 2,150, 000 


The Civil War developed the enormous value of the present canal as a means 
of transportation of troops, supplies, and prisoners. While our railroad facil¬ 
ities have greatly increased since that time, it is easily conceivable that in 
future wars or internal disturbances the proposed ship canal would very likely 
prove an important adjunct to rail transportation and possibly a vital factor 
in campaigns, should rail transportation be interrupted by accidents, strikes, 
or hostile raids. 

The experts of the present Naval General Board would be satisfied for the 
canal to pass vessels of 16-foot draft and 60-foot beam ; in other words, monitors, 
torpedo boats, and destroyers. The commission fully agrees that the principal 
naval uses of the proposed canal would probably be as stated and is inclined to 
think that for present purposes a canal of 30-foot or perhaps of even 27-foot 
draft would be ample. It further believes that just as many battleships will 
be required with as without the canal, as it would plainly not be within the 
province of the heaviest of the fighting units to remain in harbor entrances for 
local defenses. 

However, it is the opinion of the commission that the experts look too much 
to victory and ignore such conditions as defeat or at least heavy punishment in 
battle. While the General Board of the Navy may not recognize the probability 
of transference of the battle fleet as a whole through the Chesapeake & Dela¬ 
ware Canal, it is not difficult to conceive of that fleet, badly crippled in a gen¬ 
eral engagement at sea, limping home in detail to be divided for repairs among 
several such navy yards as Norfolk, League Island, and New York. When re¬ 
pairs are finished the safer and better way to assemble would be by way of the 
ship canal, either to the Delaware or the Chesapeake. 

BALTIMORE HARBOR, MD. 

Location and description .—The Patapsco River is formed by the 
North and South Branches of Patapsco River, both of which rise in 
the central part of Maryland. It flows southeasterly for about 65 
miles and empties into Chesapeake Bay 11 miles below the city of 
Baltimore. For a short distance above Baltimore it is tidal. The 
improved portion of the river lies in and below the city of Baltimore. 

Existing project .—This is to obtain a channel 35 feet deep and 
1,000 feet wide at mean low water between the 35-foot contours in 
Chesapeake Bay opposite York Spit and a channel 35 feet deep and 
600 feet wide from the 35-foot contour in Chesapeake Bay below the 
mouth of Patapsco River to and in that river as far as Fort McHenry, 
with an anchorage basin 35 feet deep, 600 feet wide, and 3,500 feet 
long near the intersection of the Fort McHenry and Curtis Bay 
Channels. The estimate of cost of the work was $3,770,250. The 
mean range of tide is a little over 1 foot in the Patapsco and about 
21- feet in the York Spit section. The York Spit Channel is a 
detached section 41 miles long in the lower bay, opposite mouth of 











100 


RIVER AND HARBOR APPROPRIATION BILL. 


York River, 158 miles from the Patapsco, and the upper channel is 
9 miles long from the 35-foot contour in Chesapeake Bay to the 
mouth of the Patapsco and 11 miles long in that river. 

The project stated above was adopted by parts, as follows: A 35- 
foot channel 600 feet wide throughout, at an estimated cost of 
$3,465,000, no estimate for maintenance being included (H. Doc. No. 
186, 5Ttli Cong., 2d sess.), by the river and harbor act of March 3, 
1905; an increase in width of the York Spit Channel from 600 feet 
to 1,000 feet, at an estimated cost of $305,250 and $20,000 annually 
for maintenance (H. Doc. No. 1190, 62d Cong., 3d sess., with map), 
by the river and harbor act of March 4, 1913; the anchorage basin 
near the intersection of the Fort McHenry and Curtis Bay Channels 
upon the condition that such addition could be made within the 
original limit of cost (no prior estimate or recommendation was 
made by the War Department for this addition), by the river and 
harbor act of March 3, 1909; an increase of channel width at the 
entrances and bends, provided such increase could be made within 
the limit of the original estimate, by the river and harbor act of 
February 27, 1911. 

Condition at the end of fiscal year. —The improvement has been 
completed and maintained in good condition by dredging under the 
existing project. The controlling depth at mean low water is 35 
feet. Total expenditures under existing project are $3,441,050.56 
for new work and $266,544.58 for maintenance, making a total of 
$3,707,595.14. The project was completed during the fiscal year 1915 
for $329,199.44 less than the estimate. 

Local cooperation. —Congress has never prescribed any conditions 
as to local cooperation, but the State of Maryland and city of Balti¬ 
more, chiefly the latter, have at various times in the past expended 
about $750,000 on the improvement. In addition, the city has ex¬ 
pended nearly $12,000,000 in dredging the inner harbor to connect 
with the upper end of the 35-foot channel made by the United 
States, in the construction of municipal wharves and in other w T orks. 

Effect of improvement. —Because of disturbed shipping condi¬ 
tions, due to the European war, it is impossible to determine what 
effect the improvement will have on freight rates under normal con¬ 
ditions. The city of Baltimore is about completing certain portions 
in the harbor to a depth of 35 feet so as to fully conform to the im¬ 
provement already made by the Government. 

Proposed operations. —It is proposed to expend a portion of the 
funds available under contract now in force for redredging in the 
Craighill-Cutoff angle. With funds asked for it is proposed to do 
maintenance dredging to the amount of 152,000 cubic yards in the 
Fort McHenry section, 171,000 cubic yards in the Fort McHenry 
Brewerton angle, and 312,000 cubic yards in the cut-off section; ail 
of which was found by recent examination to exist. The shoaling 
of these channels hase been gradual, over a period of several years, 
and as the city of Baltimore is about completing the dredging of 
the inner harbor to 35 feet depth, it is thought advisable to redredge 
these sections to full project depth. 

Commercial statistics. —The general character of the commerce for 
the current year consisted of coal, coke, grain, iron, oysters, lumber, 
etc. A new line of steamers was established between Baltimore and 
Manchester, England. 


RIVER AND HARBOR APPROPRIATION BILL. 


101 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

14,781,548 
13,425,185 
15,762,942 

*439,906,468 
383,401,736 
452,040,202 

1914. 

1915. 



Amount expended on all projects from July 4, 1836, to June 30. 


1916: 

New work_$8, 217, 320. 04 

Maintenance_ 266. 544. 58 


Total_ 8, 483, 864. 62 


July 1, 1916, balance available___ 36,947.06 

Amount that can be profitably expended in fiscal year ending 

June 20. 1918, for maintenance of improvement_ 104,000.00 


BALTIMORE HARBOR, MD., AND APPROACHES-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 799, 
Sixty-fourth Congress, first session. 

Under existing projects for improvement of Baltimore Harbor, all of which 
have been completed, the United States has provided, first, a channel 35 feet 
deep at mean low water from the sea to the city line at Port McHenry, 1,000 
feet wide through the shoal opposite York Spit and 600 feet wide from the 
35-foot contour in Chesapeake Bay to Fort McHenry, with an anchorage basin 
3,500 feet long and 600 feet wide about 3.5 miles below the upper end of the 
project; second, a channel 30 feet deep and 250 feet wide from the 35-foot 
channel in the Patapsco River for a distance of about 2.2 miles to a point near 
the coal piers jn Curtis Bay, with a turning basin at the upper end ; third, a 
channel 100 feet wide and 27 feet deep at mean low water from the 35-foot chan¬ 
nel near Fort McHenry through the Patapsco River and Middle Branch (Spring 
Garden) to near the foot of Eutaw Street, with a turning basin 400 feet by 
400 feet near the upper end. The total amount expended on these channels to 
June 30, 1915, is $9,098,040.68. The city of Baltimore has contributed some¬ 
what toward the provision of the approach channels, and it has hitherto 
assumed the entire cost of work in the inner harbor above Fort McHenry, 
where it is now dredging to a depth of 35 feet over a certain area. The district 
officer recommends that the United States assume the maintenance of this depth 
in the inner harbor after it has been provided by the city. He states that all 
the work by the Government in the Patapsco and its tributaries should be 
embraced under one project for Baltimore Harbor, and for reasons stated he 
believes that the anchorage area should be enlarged and all the channels 
should have a depth of 35 feet, except the upper portion of the channel to South¬ 
west Baltimore above Ferry Bar, where he proposes a depth of 27 feet, increas¬ 
ing the width, however, to 250 feet. He recommends that the project be stated 
as follows: 

“ For a channel 35 feet deep and 1,000 feet wide between the curves of 35 
feet depth in Chesapeake Bay opposite York Spit; 35 feet deep and 600 feet 
wide from the 35-foot curve below the mouth of the Patapsco River, to and 
in that river as far as Fort McHenry, with a branch channel 35 feet deep and 
250 feet wide into Curtis Bay to head of bay, and one 35 feet deep and 400 
feet wide into the Southwest Branch of the Patapsco River to a point near 
Ferry Bar and 27 feet deep and 250 wide to the Western Maryland Railway 
bridge, widened at the approaches and bends, and with anchorage and turning 
basins, as shown approximately on the map accompany this report.” 

The additional work involved in the above-recommended project is estimated 
to cost $876,100, with $34,000 for annual maintenance of the entire improve¬ 
ment. The division engineer concurs in the views of the district officer. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that it is 
deemed advisable to combine into one project for Baltimore Harbor the sev- 





















102 


RIVER AND HARBOR APPROPRIATION BILL. 


eral existing channels of Patapsco River and its tributaries and approaches, 
with the additional work recommended by the district officer, as specified above 
and shown on accompanying map, at an estimated cost of $876,100, of which 
$123,700 is for Curtis Bay Channel, already recommended in House Document 
No. 7, Sixty-third Congress, first session. The estimated cost of maintenance 
is $34,000 annually. It is recommended that, with the exception of the Curtis 
Bay Channel, the work of improvement by the United States be made con¬ 
ditional upon local interests providing, free of cost to the United States, when¬ 
ever required by the Chief of Engineers, suitable areas behind bulkheads or 
other revetment, satisfactory to the district engineer officer, in which the 
dredged material may be deposited; and it is further recommended that as 
rapidly as the city of Baltimore, at its own expense, extends the 35-foot depth 
into the inner harbor or basin inside of Fort McHenry the United States take 
over the maintenance of such extension. The cost of this maintenance work 
is not now known, but will be included if authorized in the annual estimates 
for maintenance of Baltimore Harbor. 

QUEENSTOWN HARBOR. 

Location and description. —This harbor is about one-half mile 
square, and is located on the eastern shore of Chesapeake Bay, being 
an arm of Chester River, about 35 miles southeast of Baltimore 
Harbor. 

Existing project. —This was adopted by the river and harbor act 
of June 13, 1902, and is to dredge a channel 10 feet deep and 200 
feet wide at mean low water from that depth in Chester River to the 
10-foot contour in the inner harbor, at an estimated cost of $23,100, 
subsequently increased to $25,886.35. No estimate for maintenance. 
(H. Doc. No. 92, 56th Cong., 1st sess., with map.) The mean range 
of tide is about 2 feet. The length of the section included in the 
project is about 1 mile. 

Condition at the end of fiscal year .—The improvement has been 
completed and maintained in good condition by dredging under 
existing project. The controlling depth at mean low water is 9^ 
feet. Total expenditures on existing project were $25,858.27 for new 
work and $18,399.75 for maintenance, making a total of $44,258.02. 
The project was completed in the fiscal year 1911. 

Effect of improvement .—The improvement has made no appre¬ 
ciable difference in freight rates so far, but has rendered navigation 
to and from the inner harbor easier and safer. 

Proposed operations. —It is proposed to expend funds asked for in 
removing shoals which were found by recent examination to have 
formed within the project limits, requiring the removal of 15,500 
cubic yards of material. 

Commercial statistics .—The general character of the commerce for 
the calendar year 1915 consisted of agricultural products, canned 
goods, coal, fish and oysters, and general merchandise. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

28 335 

$1,307,806 

1,067,935 

323,907 

1914. 

21'737 

1915. 

18*670 













RIVER AND HARBOR APPROPRIATION BILL. 


103 


Amount expended on all projects from Mar. 3, 1871, to June 30, 

1916: 

New work-$44, 858. 27 

Maintenance_ 399 . 75 


Total- l_ 63, 258. 02 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 3 , 000. 00 


CLAIBORNE HARBOR. 

Location and description. —This harbor is about one-half mile 
square and is located on the eastern side of Eastern Bay, a tributary 
of Chesapeake Bay, about 42 miles southeast of Baltimore Harbor. 
It is protected somewhat from the currents from Eastern Bay around 
Tilghman Point by a short jetty. 

Existing project. —This was adopted by the river and harbor act 
of June 13, 1902, and is to dredge a channel 12 feet deep and 300 
feet wide at mean low water from the 12-foot contour in Eastern 
Bay to the railroad pier in the harbor, and thence shoreward along 
the south side of the pier to a width of 195 feet for a length of 500 
feet, and an extension of the existing jetty, at an estimated cost of 
$17,490 and $2,500, respectively—a total of $19,990 for the entire 
project. No estimate for maintenance. (H. Doc. No. 81, 56th Cong. 
1st sess., with map.) The estimate for dredging was later increased 
to $27,408.30, making a total for the entire project of $29,908.30. 
The mean range of the tide is about 2 feet. The length of all im¬ 
proved sections is about 2,400 feet and of the jetty 253 feet.. 

Condition at end of fiscal year. —The channel portion of the im¬ 
provement has been completed and maintained in good condition by 
dredging. The jetty or breakwater has also been completed. The 
controlling depth at mean low water is 11^ feet. The total expendi¬ 
tures on existing project were: Dredging, $27,373.65; jetty construc¬ 
tion, $2,500; total for new work, $29,873.65; for maintenance, 
$26,972.44; making a total of $56,846.09. The channel portion of the 
project was completed in the fiscal year 1911 and the jetty portion 
in 1912. 

Effect of improvement. —The improvement has made no appreci¬ 
able difference in freight rates, but is the terminus of both the water 
and land lines of the Baltimore, Chesapeake & Atlantic Bailway Co. 

Proposed operations. —Available funds will be expended in re¬ 
pairing the existing jetty by replacing sheet piling and depositing 
riprap, and in removing a portion of shoaling amounting to 32,000 
cubic yards which a recent examination developed. It is thought 
the jetty work will be completed in a couple of months. Available 
funds will be exhausted by June 30, 1917. It is proposed to expend 
funds asked for in removing the remainder of the existing shoaling 
and additional shoaling which experience since 1908 shows has 
amounted to about 10,000 cubic yards per year. 

Commercial statistics. —The general character of the commerce for 
the calendar year 1915 consisted of agricultural products, canned 
goods, coal, general merchandise, lumber, etc. 









104 


RIVER AND HARBOR APPROPRIATION BILL. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. . . . 

107,564 

25,726 

21,300 

$9,075,385 

1914. . 

1,909,839 

1915. 

1,502,780 



The decreased tonnage reported for 1914 and 1915 compared with 
that for 1913 is due to the lesser amounts reported in the later years 
by the Baltimore, Chesapeake & Atlantic Railway Co., which re¬ 
ported 21,406 tons for 1914, 18,675 tons for 1915, and 107,097 tons 
for 1913. 

The reports of the railway company were doubtless in error as to 
1913 commerce, although by what amount can not be stated. Never¬ 
theless, there has been a considerable diminution of commerce. The 
company explains that since 1913 there has been a decrease of ton¬ 
nage due to the discontinuance of business of several oyster packing 
houses and the further fact that it now handles by land routes a 
large tonnage of railroad ties, lumber, and coal, which it formerly 
handled by barges and sailing vessels. 


Amount expended on all projects from .Tune 13, 1902, to June 30, 

1916: 

New work_ $29, 873. 65 

Maintenance_,_ 26, 972. 44 


Total_ 56, 846. 09 


Balance available for fiscal year ending June 30. 1917_ 3, 500. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 6, 000. 00 


TYASKIN CREEK. 

Location and description. —This creek, also known as Wetipquin 
Creek or River, has its source in Wicomico County, Md., and flows 
in a generally westerly direction, emptying into Nanticoke River. 
Its length is about 5 miles. This stream is practically all tidal, its 
natural flow being insignificant. 

Existing project. —This was adopted by the river and harbor act 
of March 2, 1907, and provides for dredging a channel 9 feet deep 
at mean low water and 120 feet wide from the 9-foot contour in Nan¬ 
ticoke River to the wharf at Tyaskin, with a suitable turning basin 
at the upper end, at an estimated cost of $6,462.39; no estimate for 
maintenance. (H. Doc. No. 682, 59th Cong., 1st sess., with map.) 
The mean range of tide is 3 feet. The length of the improved section 
is about 3,500 feet, and its lower end is at the 9-foot contour in 
Nanticoke River. 

Condition at the end of fiscal year. —The improvement has been 
completed and maintained in fair condition by dredging under exist¬ 
ing project. The controlling depth at mean low water is 7J feet. 
The total expenditures on existing project were $6,138.63 for new 
work and $17,540.31 for maintenance, making a total of $23,678.94. 
The project was completed in the fiscal year 1911. 

Effect of improvement. —The improvement has made no appre¬ 
ciable difference in freight rates, but has afforded access for vessels 


















RIVER AND HARBOR APPROPRIATION BILL. 105 

requiring project depth. It is also used as a harbor of refuge by a 
large number of oyster and fishing vessels in rough weather. 

Proposed operations .—Available funds will be expended in re¬ 
moving a portion of shoaling found by a recent examination to have 
formed within the project limits, and amounting to 29,000 cubic yards 
of material. Available funds will be exhausted by June 30, 1917. 
It is proposed to apply the funds asked for in the removal of the 
remainder of existing shoaling and other obstructions, which expe¬ 
rience since 1910 shows has amounted to about 15,000 cubic yards 
per year. 

Commercial statistics .—The general character of the commerce for 
the calendar year 1915 consisted of agricultural products canned 
goods, general merchandise, oysters, etc. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913... 

3,692 

3,987 

6,334 

$133,466 
134,188 

1914. 

1915. 

194,446 



Amount expended on all projects from June 13, 1902, to June 30. 

1916: 

New work_$16, 296. 63 

Maintenance_ 17, 540. 31 


Total_ 33, 836. 94 


Balance available for fiscal year ending June 30, 1917_ 3, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 5, 800. 00 


WICOMICO RIVER, MD.—NEW PROJECT. 

Keport of the Chief of Engineers, printed in House Document 
1509, Sixty-third Congress, third session: 

The Wicomico River rises in Wicomico County, Md., and flows in a general 
southwesterly direction a distance of about 33 miles, emptying into Monie Bay, 
an arm of Tangier Sound. The existing project provides for a channel 9 feet 
deep and of practicable width from the upper point of natural 9-foot depth 
to the Salisbury milldam in the North Prong and a turning basin 360 feet by 
650 feet. Some shoals have developed in the lower river, and the improvement 
now desired is in the nature of a restoration of the channel, which has de¬ 
teriorated, and an extension of the project into the South Prong, which has 
been dredged at private expense, and to deep water in the bay near the mouth 
of the river. The district officer submits estimates of cost of channels 9 and 
10 feet deep at mean low water, amounting to $17,100 and $52,200, respectively, 
the channels to extend from the mouth of the river in Monie Bay to the 
bulkheads at the upper ends of the basins in the North and South Prongs at 
Salisbury. Considering the small proportion of craft benefited by the greater 
depth, and the difference of cost involved, he believes that the present project 
depth of 9 feet is sufficient for the present. The channel width proposed is 
100 feet at bottom in straight reaches, suitably increased at bends. To this 
extent he believes the locality is worthy of further improvement by the United 
States, on condition that suitable dumping grounds are provided by local 
interests. The division engineer concurs in this opinion. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the 
further improvement by the United States of Wicomico River, Md., is deemed 
advisable under a revised project providing for a channel 9 feet deep at mean 
low water, 100 feet wide at bottom, with suitably increased width at bends, 





















106 


RIVER AND HARBOR APPROPRIATION BILL. 


extending from deep water in Monie Bay to the head of navigation in the 
North and South Prongs at Salisbury, at an estimated cost of $17,100 for 
construction and $2,400 annually for maintenance, provided local interests will 
furnish free of cost to the United States suitable places for the deposit of 
dredged material, so protected as to prevent the return of the material to 
the navigable waters. 

LOWER THOROUGHFARE AT OR NEAR WENONA, DEAL ISLAND, MD. 

Location and description. —This is a tidal waterway, about 1J 
miles long and from one-eighth to one-half mile wide, between Deal 
Island and Little Deal Island, Md., extending from Tangier Sound. 
The trend of the current follows the ebb and flow of the tide. It is 
about 20 miles north of Crisfield Harbor, Md. 

Existing project. —This was adopted by the river and harbor act 
of June 25, 1910, and provides for dredging a channel 6 feet deep 
and 80 feet wide at mean low water from Tangier Sound to the 
wharves at Wenona, Deal Island, with widening at the angles and 
ends, so as to furnish anchorage basins, at an estimated cost of 
$5,300; estimated annual maintenance, $200. (H. Doc. No. 76, 60th 

Cong., 1st sess., no map.) The estimated cost of the project was 
later increased to $7,200. The mean range of tide is 2.2 feet. The 
length of the section included in the project is about one-half mile. 

Condition at the end of fiscal year. —The improvement was com¬ 
pleted in the fiscal year 1913 and has been maintained in fairly good 
condition by dredging under the existing project. The controlling 
depth at mean low water is 5J feet. Total expenditures on existing 
project were $7,200 for new work and $100 for maintenance, making 
a total of $7,300. 

Effect of improvement. —The improvement has had no effect on 
freight rates, but the small boats which could use the channel before 
improvement only at high water now use it at all stages of the tide. 
Sailing vessels from Tangier Sound frequently seek safe harbor here 
in severe storms. 

Proposed operations. —It is proposed to expend funds asked for in 
removing shoals which were found by a recent examination to have 
formed within the project limits, requiring the removal of 15,000 
cubic yards of material. 

Commercial statistics. —The general character of the commerce for 
the calendar year 1915 consisted of crabs, cordwood, canned goods, 
general merchandise, oysters, etc. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

15,208 
12,584 
13,580 

$270,957 

217,030 

218,430 

1914. 

1915. 



Amount expended on all projects from Mar. 3, 1871, to June 30, 1916: 

New work-,-$12, 200. 00 

Maintenance_ 100. 00 


Total ___ T - 12, 300. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 3, 000. 00 


















RIVER AND HARBOR APPROPRIATION BILL. 


107 


CORSICA RIVER, MD. 

Location and description. —This stream (formerly called Corsica 
Creek) is a tributary to Chester River. It rises in Queen Anne 
County, Md., is about 10 miles long, and, flowing in a generally west¬ 
erly direction, empties into Chester River about 8 miles above Queens¬ 
town, Md. The stream is nearly all tidal. 

Existing project. —This was adopted by the river and harbor act 
of July 25, 1912, and provides for dredging a channel 8 feet deep 
and 100 feet wide at mean low water from the 8-foot contour in 
Chester River to the wharf at Centerville, with a turning basin 200 
by 300 feet at the upper end, at an estimated cost of $5,368; cost of 
maintenance, $400 per annum. (H. Doc. No. 537, 61st Cong., 2d sess., 
with map.) The estimated cost of the project was later increased 
to $10,168. The mean range of tide is about 2 feet. The length of 
the section included in the project is about 5 miles, and its lower end 
extends into Chester River. 

Condition at the end of fiscal gear. —The improvement has been 
completed and maintained in good condition by dredging under ex¬ 
isting project. The controlling depth at mean low water is 8 feet. 
The total expenditures on existing project were $9,070.85 for new 
work and $1,097.15 for maintenance, making a total of $10,168. The 
project was completed in the fiscal year 1916 for $1,097.15 less than 
the estimate. 

Effect of improvement. —It is stated that the effect of this project 
has been to reduce rail rates. 

Proposed operations. —It is proposed to expend funds asked for in 
removing shoals which were found by recent examination to have 
formed within the project limit, requiring the removal of 14,000 
cubic yards of material. 

Commercial statistics. —The general character of the commerce for 
the calendar year 1915 consisted of bricks, coal, canned goods, fer¬ 
tilizers, and general merchandise. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

50,746 

43,999 

44,300 

$786,900 
734,200 
642,600 

1914. 

1915. 



Amount expended on all projects from August 2, 1882, to June 30, 


1916: 

New work_$39,070.85 

Maintenance_ 1, 097.15 


Total___ T _ 40,168. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 2, 800. 00 


BIG ANNEMESSEX RIVER, MD.—NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1328, Sixty-third Congress, second session: 

Big Annemessex River is a tributary of Tangier Sound, Chesapeake Bay, 
Avhich it enters a few miles north of the town of Crisfield, Md. The navigable 
portion of the river is really a bay or inlet about a mile and a half wide at 



















108 


RIVER AND HARBOR APPROPRIATION BILL. 


its mouth and extending to the northeast, with a navigable depth of 7 feet 
or greater for a distance of about 6 miles, at which point it dwindles to an 
insignificant depth. Fords Wharf, which is located between Clear Creek 
Point and Muddy Creek Point, is practically the only landing on the north 
side of the stream and serves as an outlet for the commerce of several settle¬ 
ments with an aggregate population of between 3,000 and 4,000, engaged prin¬ 
cipally in fishing, oystering, and crabbing, and to a lesser extent in trucking. 
The improvement desired by interested parties is stated by the district officer 
to be a channel 8 feet deep at mean low water through the middle ground or 
shoal area lying between the main channel of the Big Annemessex River and 
the wharf. He submits a plan providing for a channel of the desired depth 
of 8 feet and a width of 100 feet, with a turning basin at the wharf, at an 
estimated cost of $5,600, and recommends that improvement to this extent be 
undertaken by the United States, provided that local interests shall first 
repair the wharf, restore the road thereto, and construct a suitable terminal 
building within one year from the date of the appropriation by the United 
States for the improvement. The division engineer concurs in the views and 
recommendations of the district officer. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the 
improvement by the United States of Big Annemessex River. Md., is deemed 
advisable to the extent of providing a channel 8 feet deep at mean low water 
and 100 feet wide from the main channel of the river to Fords Wharf, with 
a turning basin at the wharf, as shown on accompanying map, at an esti¬ 
mated cost of $5,600, provided that local interests first restore the wharf 
and the road leading thereto and construct a suitable terminal building as 
proposed by the district officer. 

POTOMAC RIVER AT WASHINGTON, D. C. 

Location and description .-—The Potomac River is formed by the 
junction of the north and south branches, about 21 miles below 
Cumberland, Md., and flows in a generally southeasterly direction 
about 280 miles to Chesapeake Bay, which it enters about 80 miles 
from the Atlantic Ocean. Below Washington the river partakes of 
the character of a tidal estuary. The drainage area of the river is 
20,000 square miles. 

Existing project .—The existing project, estimated originally to 
cost $2,500,000, was adopted by the river and harbor act of August 2, 
1882, and is contained in Senate Executive Document No. 120, Forty- 
seventh Congress, first session, with map (also printed, without maps, 
in Annual Report for 1882, p. 980). The area included in the project 
extends from the Aqueduct Bridge downstream 5 miles to Giesboro 
Point, which is 108 miles from the mouth of the river. The project 
provides for dredging the Virginia Channel 20 feet deep and of 
sufficient width (now about 500 feet) to afford a low-water cross- 
sectional area of 25,000 square feet; for dredging the Washington 
C hannel at least 20 feet deep: for the reclamation of the flats to 3 
feet above the freshet elevation of 1877 by depositing the dredged 
material thereon; for the construction of a tidal reservoir to periodi¬ 
cally flush the V ashington Channel, and for the construction of a 
training dike in the Virginia Channel. The plane of reference is 
mean low water, and the mean tidal range is 3 feet. 

Condition at end of fiscal year .—The expenditures to June 30, 
1916, were $2,456,067.14 for new work and maintenance prior to 
March 3, 1899, and $687,384.48 for maintenance since March 3. 1899 
a total of $3,143,451.62. The project was completed in 1913 for less 
than the estimate, the saving being $43,932.86. ‘ From these expendi¬ 
tures there has resulted; Channels of project depth 4 miles long and 


RIVER AND HARBOR APPROPRIATION BILL. 


109 


about 500 feet wide in the Virginia Channel; 2j miles long and 400 
feet wide in the Washington Channel, and an additional width along 
the west side of the Washington Channel of 350 feet, 18 to 20 feet 
deep; a tidal reservoir (111 acres in area) with inlet and outlet 
gates; the complete reclamation of Potomac Park (628 acres) ; the 
construction of 36,975 linear feet of sea wall; the building of 7,207 
linear feet of training dike; and the excavation of 19,673,235 cubic 
yards of material. All completed works are in good condition. The 
controlling depth in the Virginia Channel is 18 feet, and in the 
Washington Channel 22 feet. The controlling depth in the Potomac 
Channel below Washington is 23 feet at mean low water. 

Local cooperation .—The District of Columbia has built a munici¬ 
pal fish wharf on the Washington Channel at a cost of about $50,000. 

Effect of improvement. —Larger and deeper draft vessels are now 
engaged in trade. It is reported that freight rates have been mate¬ 
rially reduced. Through rates to Norfolk by water are less than by 
rail. The reclamation of the Potomac flats has resulted in the sub¬ 
stitution for a malaria-breeding tidal flat of one of the most beautiful 
parks in the country. 

Proposed operations. —It is proposed to expend the funds provided 
in the river and harbor act approved July 27, 1916, together with 
the available balance July 1, 1916, of $12,026.62, as follows: 


Dredging channel around deposit basin on Virginia shore_ 9, 000. 00 

Operation and maintenance of tidal gates_ 2, 500. 00 

Dredging where shoals may occur_ 20, 000. 00 

Maintenance of U. S. tug Castle _ 1, 500. 00 

Care of property and plant_ 1, 200. 00 

Repairs to Virginia training dike_ 1, 000. 00 

Masonry sea wall at Easby Point_ 2, 000. 00 

Engineering, contingencies, etc_ 6, 826. 62 


Total___ 44,026.62 


The work will be carried on continuously during the year, and the 
funds will probably be exhausted by June 30, 1917. 

It is proposed to expend the funds requested for the fiscal year 
1918 as follows: 


Operation and maintenance of tidal gates_$2, 500 

Dredging where shoals may occur_17, 000 

Maintenance of U. S. tug Castle -- 1, 500 

Care of property and plant- 1, 200 

Repairing dikes_ 1, 000 

Engineering, contingencies, etc_ 6, 800 


Total_ 30, 000 


Previous reports have carried a statement that the estimated cost 
of maintenance was about $15,000, but experience has shown this 
sum to be insufficient. The removal of the annual deposit of about 
100,000 cubic yards of mud in the channels, and the care of existing 
works and plant, requires a greater expenditure than had been con¬ 
templated. The material removed will be used for the progressive 
reclamation of public land on the Virginia side of the river. 

Commercial statistics. —Commerce for the calendar year 1915 is 
reported as 741,170 short tons, valued at $10,138,31, the principal 
items in order of tonnage, being sand and gravel, coal, stone, gen¬ 
eral merchandise, cordwood, gas, oil, lumber, brick, and oysters and 




















110 


RIVER AND HARBOR APPROPRIATION BILL. 


clams. The entire commerce passed over the improved sections. 
About 50 per cent required the increased depth and width afforded 
by the improvement. During the year the Peoples Line inaugurated 
a general freight and passenger business with one steamer. 


Comparative statement. 


Calendar years. 

Tons. 

Value. 

1913. 

823,038 
812, 284 

$12,141,079 
11,321,910 
10,138,231 

1914. 

1915. 

74R170 



Amount expended on all projects from Mar. 2, 1833, to June 30, 


191G: 

New work_$2,795,542.35 

Maintenance_ 687, 384. 48 


Total_ 3, 482, 926. 83 


Balance available for fiscal year ending June 30, 1917_ 44, 026. 62 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 30,000.00 


NORFOLK HARBOR, VA., AND VICINITY-NEW PROJECT. 

Abstract from the report of the Chief of Engineers, printed in 
House Document 005, Sixty-third Congress, second session: 

The existing projects for improvement of these localities were adopted by 
the river and harbor act approved June 25, 1910. The district officer considers 
the several localities under their project designations, as follows: 

THIMBLE SHOAL CHANNEL. 

This channel, which connects the deep water of Hampton Roads with the 
ocean, will have a depth of 35 feet at mean low water, and will be nowhere 
less than 500 feet in width when completed. The district officer reports that 
it would appear, for the present at least, that the projected width of this chan¬ 
nel is sufficient. 

CHANNEL TO NEWPORT NEWS. 

This channel was completed over a year ago to its project depth of 35 feet 
and width of 400 feet. On account of its distance from the shore, the imprac¬ 
ticability of establishing ranges, and the difficulty of keeping the sides of the 
channel accurately marked by reason of the effect of cross currents on the 
buoys, he is of opinion that the channel should be widened to GOO feet, at an 
estimated cost of $270,000, the cost of maintenance being the same as at pres¬ 
ent, $15,000 per annum. 

NORFOLK CHANNEL. 

The Norfolk Channel extends from deep water in Hampton Roads up the 
main portion of the Elizabeth River to the junction of its branches and thence 
up the Southern Branch to above the Norfolk Navy Yard. The present chan¬ 
nel, completed about a year ago, has a depth of 35 feet at mean low water and 
a width of 400 feet. In addition to carrying an annual commerce estimated at 
about 22,000,000 tons, this channel is traversed by naval vessels, including the 
largest colliers and battleships. The district officer is of opinion that the 
Norfolk Channel requires widening, and he recommends that its width be 
increased to 600 feet as far up as the mouth of the Southern Branch thence 
450 feet wide up the Southern Branch as far as the lower end of the navy yard 
600 feet wide along part of the navy-yard front, and 800 feet wide along the 
upper end of the navy-yard front, as far as the Belt Line Bridge. The esti- 





















RIVER AND HARBOR APPROPRIATION BILL. 


Ill 


mated cost of this work is $840,000, of which $130,000 is on hand, leaving 
$710,000 additional to be provided; the estimated cost of maintenance is 
$15,000 per annum, 

ANCHORAGES. 


The district officer states that the anchorages along the Norfolk Channel are 
restricted in area and are frequently congested. He is of opinion that addi¬ 
tional anchorage space is required, and that for economy anchorages of different 
depths should he provided for different classes of vessels. For large vessels he 
proposes an anchorage of 64 acres 35 feet deep northwestward from Lamberts 
Point, at an estimated cost of $99,000. Southward of and adjoining the above 
is an anchorage of 62 acres, having a low-water depth of 24 feet or more. For 
small barges and canal boats bound to or from the waterway southward for 
Norfolk, he proposes an anchorage of 45 acres 12 feet deep westward of the 
main channel and between the Western Branch and Pinners Point, at an 
estimated cost of $35,000. He believes that it is advisable for the United States 
to undertake the construction of these anchorages on condition that the locality 
or the interests affected will provide and maintain such mooring buoys or other 
facilities for anchoring vessels as the Secretary of War may consider just and 
proper. 

I concur in general with the views of the district officer and the Board of 
Engineers for Rivers and Harbors, and therefore report that the further im¬ 
provement of Norfolk Harbor and vicinity is deemed advisable to the extent 


proposed by the district officer, as follows: 

Widening Newport News Channel to 600 feet__ $270, 000 

Widening Norfolk Channel_ 840, 000 

For 35-foot anchorage opposite Lamberts Point_ 99, 000 

For 12-foot anchorage near Pinners Point_ 35, 000 


Total_ 1,244,000 


While the above estimate covers the widening of the lower part of the 
Southern Branch to 450 feet only, it is believed that the project width should 
be 600 feet, as recommended by the board, to meet possible future necessities. 

MATTAPONI AND PAMUNKEY RIVERS, VA. 

MATTAPONI RIVER, VA. 

Location and description .—The Mattaponi River rises in Virginia 
and flows in a southeasterly direction for about 120 miles to its 
junction with the Pamunkev River, forming the York River, at West- 
point, Va. The drainage area is 800 square miles. The discharge 
varies from 50 to 20,000 second-feet. Freshets occur in the spring. 

Existing project .—The project for the improvement of this stream, 
estimated to cost $34,059, was adopted bv the river and harbor act 
of June 14, 1880, and is contained in the Annual Report of the 
Chief of Engineers for 1875, volume 2, page 166, without maps. The 
section covered by the project extended* from Line Tree Bar, 31 miles 
by river above tlie mouth, to Munday Bridge. This project was ex¬ 
tended to cover the removal of snags as far as Guinea Bridge, 71 
miles above Line Tree Bar, by the act of July 13, 1892. The project 
provides for the removal of snags, wrecks, and leaning trees below 
Guinea Bridge and the improvement of the bars below Aylett, so as 
to give a depth of 5^ feet at mean low water and a channel width of 
40 feet. The estimated cost of the extended project was $72,100. 
The plane of reference is mean low water and the mean range of tide 
is 3.9 feet at Walkerton and 2.9 feet at Westpoint, 

Condition at end of fiscal year .—The project was completed in 
1914 for less than the estimate, the saving being $17,200.28. The ex¬ 
penditures to June 30, 1916, were $54,899.72 for new work and for 








112 


RIVER AND HARBOR APPROPRIATION BILL. 


maintenance prior to March 3, 1899, and $50,493.86 for maintenance 
since March 3, 1899, a total of $105,393.58. The channel on the 
stretch from Aylett to the lower end of Line Tree Bar has been 
dredged through 13 bars, aggregating 4.4 miles in length, the quan¬ 
tity dredged being 297,293 cubic yards. Snags have been removed 
in other parts of the river. The maximum draft that can be carried 
over the shoalest part of the channel below Aylett is 5J feet at mean 
low water. 

Effect of improvement .—Steamers can now make their calls at 
river landings without reference to the tide. Shipments have been 
facilitated, and it is understood that freight rates have been some¬ 
what reduced. 

Proposed operations .—It is proposed to devote $4,000 of the 
$15,000 for the four improvements in the river and harbor act ap¬ 
proved July 27, 1916, together with the available balance, July 1, 
1916, $3,978.23, from former appropriation, to the maintenance of 
the existing improvement, as follows: 


Dredging where shoals may occur_$4, 000. 00 

Maintenance of U. S. tug Castle _ 500. 00 

Care of property and repairs to floating plant- 500. 00 

Snagging river_ 1, 000. 00 

Engineering, contingencies, etc_ 1. 978. 23 


Total___ 7, 978. 23 


The work will be carried on during the fiscal year as plant can be 
spared from more important work, and the funds will be exhausted 
during the fiscal year. 

It is proposed to expend the $2,000 requested for the fiscal year 
1918 in necessary work of maintenance. 

Commercial statistics .—Commerce for the calendar year 1915 is 
reported as 52,737 short tons, valued at $811,030, the principal items 
in the order of tonnage being lumber, pulp wood, railroad ties, farm 
produce, general merchandise, fertilizer, lime, and canned goods. 
About 52 per cent of the total commerce passed over the improved 
sections, 8 per cent of which was affected by the increased depth and 
width afforded by the improvement. 

Comparative statement. 


Calendar year. 

Tons. 

Value. 

1913.«.. 

73,277 

60,190 

52,737 

81,103,030 

685,693 

811,030 

1914. 

1915.. 



Amount expended on ail projects from June 14, 1880, to June 30, 


1916: 

New work---.$54,899.72 

Maintenance- 50, 493. 86 


Total- 105, 393. 58 


Balance available for fiscal year ending June 30, 1917__ 7, 978. 23 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 2, 000. 00 

























RIVER AND HARBOR APPROPRIATION BILL. 


113 


PAMUNKEY RIVER, VA. 

Location and description. —The Pamunkey River rises in Virginia 
and flows in a southeasterly direction for 130 miles to its junction 
with the Mattaponi River, forming the York River at West Point, 
Va. Its drainage area is 1,406 square miles and its fluvial discharge 
varies from 150 to 40,000 second-feet. Freshets rise 22 feet at Han- 
overtown, 52 miles above the mouth. The lower 47 miles, which in¬ 
clude the entire section under improvement, are tidal. 

Existing project. —The project, estimated in its original form to 
cost $17,508, was adopted by the river and harbor act of June 14, 
1880, and is contained in the Annual Report for 1875, Part II, page 
162, without maps. The project was modified in 1885 and 1908, 
partly by increasing the depth and width of channel below Bassett 
Ferry and partly by omitting the portion of the river above Bassett 
Ferr} 7 . The section requiring work under the existing project extends 
from Buckland Bar upstream to Bassett Ferry, a distance of 10 
miles. Buckland Bar is 40 miles above the mouth of the river. The 
project now provides for securing a channel 7 feet deep and 100 feet 
wide between Bassett Ferry and the mouth of the river. The esti¬ 
mate of cost of the revised project was $55,000 for new work and 
$4,000 every four years for maintenance. The plane of reference is 
mean low water, and the mean range of tide is about 3.5 feet. 

Condition at end of fiscal year. —The project was completed in 
1913 for less than the estimate, the saving being $15,333.77. The ex¬ 
penditures to June 30, 1916, were $39,666.23 for new work and main¬ 
tenance prior to March 3, 1899, and $24,154.14 for maintenance since 
March 3, 1899, a total of $63,820.37. Sheet-pile longitudinal dikes 
aggregating 1,478 linear feet and permeable spur dikes aggregating 
2,332 linear feet have been built. The amount of material excavated 
was 91,884 cubic yards. Innumerable logs, snags, etc., and eight 
wrecks have been removed. All works are now in good condition. 

Effect of improvement. —Vessels drawing 7 feet can now reach 
Bassett Ferry. Shipments have been facilitated. It is stated that 
freight rates have been reduced. 

Proposed operations. —It is proposed to devote $2,000 of the $15,- 
000 for these four improvements carried in the river and harbor act 
approved July 27, 1916, to the maintenance of the existing improve¬ 


ment, as follows: 

Maintenance of U. S. tug Castle - $300 

Care of property and plant_ 300 

Snagging river_ 1,000 

Engineering, contingencies, etc_ 400 


Total_ 2, 000 


The work will be carried on during the fiscal year as plant is avail¬ 
able, and the funds will be exhausted during the fiscal year ending 
June 30, 1917. 

It is proposed to expend the funds requested for the fiscal year 
1918 as follows: 

Dredging where shoals may occur--$1,100 

Maintenance of U. S. tug Castle - 300 

Care of property and plant- 300 

Snagging-■- 1, 000 

Engineering, contingencies, etc- 300 


Total_ 

H. Kept. 1289, 64-2-8 


3, 000 















114 


RIVER AND HARBOR APPROPRIATION BILL. 


The above funds will be used for the maintenance of the existing 
project, and will probably be exhausted by June 30, 1918. This 
amount is in excess of the project estimate for maintenance and the 
past average expenditures, but it has been found in practice that 
$1,000 per annum is required for snagging alone. In order to accom¬ 
plish the necessary dredging this increased estimate is accordingly 
submitted. 

Commercial statistics .—Commerce for the calendar year 1915 is 
reported as 47,004 short tons, valued at $212,343, the principal items, 
in order of tonnage, being lumber, pulp wood, railroad ties, lime, 
and fertilizer. About 60 per cent of this commerce passed over the 
improved sections, all of which was affected by the increased depth 
and width afforded by the improvement. 

Comparative statement. 


Calendar year. 

Tons. 

Value. 

1913. 

36,990 
35,703 
47,004 

$236,257 
194,953 

1914. 

1915. 

212,343 



Amount expended on all projects from June 14, 1^80, to June 30, 1916: 


New work_$39, 666. 23 

Maintenance_ 24,154.14 


Total_ 63, 820. 37 

Balance available for fiscal year ending June 30, 1917_ 2, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 3, 000. 00 


RAPPAHANNOCK RIVER, VA. 

Location and description. —The Rappahannock River rises in Vir¬ 
ginia in the Blue Ridge Mountains and flows in a southeasterly 
direction for about 212 miles to Chesapeake Bay, which it enters 
about 40 miles above Fort Monroe. In its lower 70 miles the river 
is generally a wide and deep body of water, having the character¬ 
istics of a tidal estuary rather than of a fluvial stream. 

Existing project. —The existing project was adopted October 25, 
1905, under authority given by the river and harbor act of March 3, 
1905, and is contained in the Annual Report of the Chief of Engineers 
for 1906, pages 1110-1113, with map. It provides for securing a 
channel 12 feet deep and 100 feet wide between Fredericksburg and 
Port Royal and 12 feet deep and 200 feet wide between Port Royal 
and the mouth of the river. This result is to be obtained by dredging 
and the construction of dikes, the latter being also designed to retain 
the excavated material deposited behind them. The estimated cost 
of this project was $171,000, exclusive of the amount previously spent, 
with an annual maintenance charge of $10,000. The mean range of 
tide is 2.8 feet at Fredericksburg and 1.6 feet at Tappahannock. 
The plane of reference is mean low water. 

Condition at end of fiscal year .—The project was completed in 1910. 
The expenditures to June 30,1916, were $2i8,597.20 for new work and 
$68,314.35 for maintenance, a total of $286,911.55. A channel of proj¬ 
ect width throughout the entire improved section has been obtained by 
















KIVER AND HARBOR APPROPRIATION BILL. 


115 


the excavation of 808,516 cubic yards of material. In all, 20,401 linear 
teet ol timber dikes have been built, and 1,906 linear feet of riprap 
dike have been constructed by the placement of 3,625 cubic yards of 
liprap stone. All works are now in condition to perform their func¬ 
tions, but are in need of extensive repairs to insure their permanence, 
having sutiered from lack of funds for the past few years. 

Effect of improvement .—The coastwise trade has been afforded 
access to the upper river. 

/ roposed operations .—It is proposed to expend the funds provided 
m the river and harbor act approved July 27, 1916, together with the 
available balance July 1, 1916, of $7,527.34, as follows: 


Dredging where shoals occur_ 

Maintenance of U. S. tug Castle _ 

Care of property and plant_ 

Repairing dikes and protecting sand fills. 
Engineering, contingencies, etc_ 


$24, 000. 00 
2 , 000 . 00 
1, 500. 00 
4, 000. 00 
6, 027. 34 


This work will be done in the spring of 1917, and the funds will 
probably be exhausted by June 30, 1917. 

It is proposed to expend the funds requested for the fiscal year 1918 
as follows: 


Dredging where shoais may occur_$ 5 , 000 

Maintenance of U. S. tug Castle _ l’ 000 

Care of property and plant_ ’ 700 

Repairing dikes_ 2, 500 

Engineering, contingencies, etc_ ’ 800 


Total-10,000 


The usual project estimate for maintenance is submitted, notwith¬ 
standing the increase for 1917, because this increased appropriation 
will be largely utilized in correcting conditions due to insufficient 
appropriations in the past. 

Commercial statistics .—Commerce for the calendar year 1915 is 
reported as 233,161 short tons, valued at $6,458,344, the principal 
items, in order of tonnage, being pulp wood, railroad ties, general 
merchandise, farm produce, lumber, oysters, cordwood, coal and fer¬ 
tilizer. About 60 per cent of the entire commerce passed over the 
improved sections, all of which required the increased depths and 
width afforded by the improvement. 


Comparative statement. 


Calendar year. 

Tons. 

Value. 

1913. 

251,070 
206,939 
233,161 

$6,657,369 
6,327,305 
6,458,344 

1914. 

1915. 



Amount expended on all projects from Mar. 3, 1871, to June 30, 

1916: 

New work_$415, 743. 03 

Maintenance_ 181, 814. 35 


Total_ 597, 557. 38 


Balance available for fiscal year ending June 30, 1917_ 37, 527. 34 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement___ 10, 000. 00 
































116 


RIVER AND HARBOR APPROPRIATION BILL. 


PAGAN RIVER, VA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document No. 
591, Sixty-fourth Congress, first session: 

Pagan River is a tributary of the James River, which enters from the right 
bank about 7 miles above Hampton Roads. The head of navigation for boats 
is at Smithfleld, Va., 5 miles above the mouth, but rafting may be carried on 
for 3 miles farther upstream. By the expenditure of $10,671.01, authorized by 
the act of March 3, 1905, a channel 40 feet wide and 10 feet deep at mean low 
water was made available. The*present project, which has been completed, was 
adopted by the act of June 25, 1910, and provides, for widening the channel at 
Smithfleld and at a bend one-half mile below Smithfleld, and for dredging off 
the points of abrupt bends farther downstream. The commerce of this stream 
for 1914 is reported as amounting to 38,080 tons, valued at $11,424,000. This 
commerce is largely carried by the regular steamers plying on the James River, 
for which the present depth appears sufficient, but the width is inadequate. The 
district officer presents a project providing for a channel 80 feet wide and 10 
feet deep at mean low water, at an estimated cost of $25,000, and expresses the 
opinion that it is advisable to undertake the further improvement of the river 
to this extent. The division engineer concurs in this opinion, but believes that 
the estimate should be increased to $30,000. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the fur¬ 
ther improvement by the United States of Pagan River, Va., is deemed avisable 
to the extent of providing a channel 80 feet wide and 10 feet deep at mean low 
water up to Smithfleld, as shown on accompanying maps, at an estimated cost of 
$25,000 for first construction and $2,000 per annum for maintenance. 

NANSEMONI) RIVER, VA. 

Location and description. —This stream rises in Nansemond 
County, Va., and flows 25 miles in a northerly direction into Hamp¬ 
ton Roads. The portion under improvement lies between Suffolk, 
Va., and the mouth, a distance of 18 miles. Its drainage area is 262 
square miles, fresh-water discharge small, and floods negligible. It 
is a tidal stream. The width between banks varies from 150 to 
9,500 feet. 

Existing project. —This was adopted by the river and harbor act 
of August 11, 1888. (Annual Report for 1887, p. 1001.) It pro¬ 
vides for procuring a channel by regulation works and dredging, 
100 feet wide and 12 feet deep at mean low water from the head of 
navigation to the mouth of the Western Branch, a distance of 7.37 
miles, and the excavation of a turning basin at Suffolk Bridge, 200 
feet square; pile spurs and training walls at the mouth of the West¬ 
ern Branch; also for securing by regulation and dredging a channel 
of the same depth and from 200 to 400 feet wide, 8.3 miles long, from 
the Western Branch to Town Point, 2.3 miles above the mouth, all 
at an estimated cost of $152,500. No reference is made in the project 
to maintenance. The mean tidal variation is 3.78 feet at Suffolk 
Bridge and 3.01 feet at Newmans Point. (For map, see H. Doc. 
No. 1246, 62d Cong., 3d sess.) 

Condition at the end of the fiscal year .—Operations in 1910 and 
prior years resulted in giving a channel 12 feet deep at mean low 
water and 80 feet wide from Suffolk to the mouth, a distance of 18 
miles, and a turning basin at Suffolk. Some shoaling and a further 
decay of training walls is noted. The controlling depth on the im¬ 
provement is 11 feet at mean low water. The total expenditure 
under the existing adopted project, exclusive of outstanding lia- 


RIVER AND HARBOR APPROPRIATION BILL. 


117 


bilities and contract obligations, has been $60,412.17, of which 
$42,677.11 was for original work and $17,735.06 for maintenance. 

Effect of improvement. —Navigation has been rendered easier, bet¬ 
ter, and safer. It is believed that the existence of the navigable 
channel gives Suffolk more favorable rail rates. 

Proposed operations. —With the funds on hand the necessary ex¬ 
aminations will be made, and snags and shoals will be removed from 
the river as required. With the additional funds asked for it is pro¬ 
posed to repair the spurs and training walls at the mouth of the 
Western Branch. The amount required is $6,000. It is not pro¬ 
posed to maintain the channel to a greater depth than 11 feet or 
greater width than 75 feet, as these dimensions are ample for present 
and prospective commerce. 

Recommended modifications of project. —None. 

Commercial statistics. —The commerce of this river consists of 
brick, clay, coal, lumber, and general merchandise. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

88,821 

81,738 

$2,369,86 

554,86 

570,73 

1914. 

1915. 

50,351 



Financial summary. 

Amount expended on all projects from Mar. 3, 1873, to June 30, 1916: 


New work_$72, 677.11 

Maintenance_ 24, 735. 06 


Total_ 97, 412.17 


July 1, 1916, balance unexpended_ 2, 587. 83 

Amount that can be profitably expended in fiscal year ending June 30, 

1918, for maintenance of improvement_ 6, 000. 00 


JAMES RIVER, VA. 

Location and description. —This river is formed by the junction 
of the Cowpasture and Jackson Rivers, in Botetourt County, Va., 
and flows easterly 320 miles into Hampton Roads. The portion 
under improvement is tidal and extends from Richmond to its mouth, 
a distance of 103.8 miles. 

Existing project. —This project was adopted by the river and har¬ 
bor act of July 5, 1884 (S. Doc. No. 147, 47th Cong., 1st sess.), and it 
provides for the formation by regularization and excavation of a 
channel from the mouth to Richmond 22 feet deep at mean low 
water, and a width of 400 feet from the mouth to City Point, a dis¬ 
tance of 71.8 miles, thence to Drewry Bluff, a distance of 25 miles, a 
width of 300 feet, and thence to Richmond, a distance of 7 miles, a 
width of 200 feet, at a total estimated cost of $4,500,000. The river 
and harbor act of June 13, 1902 (H. Doc. No. 234, 56th Cong., 1st 
sess., with map), extended the improvement 3,300 feet upstream to the 
head of navigation at the docks, with a width of 200 feet and a depth 
of 22 feet at mean low water, at an additional cost of $724,943.15. 



















118 RIVER AND HARBOR APPROPRIATION BILL. 

By the river and harbor act of March 3, 1905 (H. Doc. No. 234, 56th 
Cong., 1st sess.), the project was further extended to include the exca¬ 
vation of a turning basin at Richmond by increasing the width of the 
proposed channel to 400 feet for a length of 600 feet, the depth to be 
22 feet at mean low water, at a cost not to exceed $150,000. The pro¬ 
posed dimensions of channels where regulation works are used are 
200 and 300 feet wide by 22 feet deep at mean low water. The works 
are sheet-piling spurs and training dikes revetted with stone. 

The total length of river now included in the project is 103.8 miles, 
of which 20 miles immediately below Richmond is being improved 
both by regularization and dredging and the remainder by dredging 
alone at such points as require it. The total estimated cost for the 
entire project, including extensions, is $5,374,943.15. No reference is 
made to maintenance in either the approved project or its extensions. 
The mean tidal range for different parts of the river is as follows: 
Mouth, 24 feet; Jamestown, 1.85 feet; City Point, 3 feet; Dutch Gap, 
34 feet; Richmond, 4 feet. 

Condition at the end of fiscal year. —The character of work done 
under the existing project and previous projects has consisted of 
dredging in the upper 6J miles of the portion of the river under 
improvement, in the upper 3 miles of which extensive rock excava¬ 
tion was done; dredging on 3 of the 6 shoals from 74 to 21 miles be¬ 
low Richmond, and on 7 shoals between City Point and the river’s 
mouth. Regulation works have been constructed for maintaining 
the channel for 64 miles immediately below Richmond, and on the 6 
shoals above referred to. The project was about 50 per cent com¬ 
pleted June 30, 1916. The result of the work is a channel from 
Hampton Roads to the City Wharf at Richmond, a distance of 103.8 
miles, having a minimum depth of 18 feet at mean low water. 
Drafts of 15 to 18 feet can be carried at low tide from Hampton 
Roads to Richmond throughout the year, depending on the elevations 
of the low tides with reference to the plane of mean low water. The 
work remaining to be done to complete the project would consist in 
deepening the channel from its present depth of 18 feet to 22 feet at 
mean low water, and widening parts of the channel between City 
Point and Richmond to the project widths of 200 and 300 feet. 

A total of $2,485,296.42 has been expended under the existing 
project to the end of the fiscal year, not including outstanding lia¬ 
bilities or contract obligations, of which $2,385,005.46 was for new 
work, and $100,290.96 for maintenance. The expenditure of mainte¬ 
nance is for the period subsequent to March 3, 1899, prior to which 
no account was kept of this item. 

Local cooperation. —The city of Richmond has voluntarily ex¬ 
pended $1,044,476.65 in the improvement of the channel and con¬ 
struction of public terminals. 

Effect of improvement .—The work has been beneficial in permit¬ 
ting the use of larger and deeper-draft vessels and in reducing the 
cost of water transportation of lumber, fertilizer material, coal, and 
other articles carried in sailing vessels and barges. In many cases 
the freight rates on commodities transported by steamers are the 
same as rail rates. 

Proposed operations. —It is proposed, with the balance of funds 
available at the end of the fiscal year, amounting to $1,735.33, to 


RIVER AND HARBOR APPROPRIATION BILE. 


119 


proceed with preparations for future work, and with the appropria¬ 
tion made by the river and harbor act approved July 27, 1916, to 
perform the following work: 

To enlarge channel to complete the turning basin at Richmond, Va., 
for its full length of 600 feet and width of 400 feet, with a depth of 


18 feet at mean low water_$80, 000 

To enlarge about 28,000 square feet of channel contiguous to the turn¬ 
ing basin- 49 , 000 

To construct regulation works at and below Richmond, Va_ 9, 000 

Removing deposits from channel at Richmond, Va., by dredging_ 28, 000 

Supervision, inspection, launch service, and contingencies_ 24, 000 


Total____ 190,000 


It is expected to complete preparations for and begin the above 
work in the fall of 1916, and to complete it and exhaust the ap¬ 
propriation in January, 1918. It is proposed to carry on the rock 
excavation and dredging at Richmond continuously and, after the 
first month, to proceed with the other branches of the work till com¬ 
pleted. The monthly expenditures are estimated as follows: For 
the first month, $9,000; the next five months, $10,000; the next three 
months, $17,000; the next four months, $16,000; and the last two 
months, $8,000. 

The estimated amount that can be profitably expended in the re¬ 
mainder of the fiscal year ending June 30, 1918, is $56,000. It is 
proposed to expend this amount for dredging and construction of 
regulation works at and below Richmond, Va., in accordance with 
the following estimate of funds: 

Enlarging the part of channel contiguous to the turning basin between 
the head of navigation at the docks, Richmond, Va., and southern 


city limits_$32, 500 

Constructing regulation works below Richmond_ 6, 500 

Maintenance of dredged channel at and below Richmond_'_ 10, 000 

Supervision, inspection, launch service, and contingencies_ 7, 000 

Total_ 56, 000 


It is proposed to proceed with all branches of the work simultane¬ 
ously, and exhaust the appropriation about June 30, 1918. 

Commercial statistics .—Of the river traffic during the year 1915 
39 per cent consisted of forest products, carried in barges of 6 to 
15 feet draft; 33 per cent consisted of general merchandise, carried 
principally in steam vessels drawing from 7 to 14 feet; 7 per cent oils 
and gasoline, in barges of 14 feet draft; and 7 per cent anthracite 
coal, in barges drawing about 11 feet. 


Comparative statement. 


Calendar years. 

Short tons. 

Value. 


592,165 
452,950 
526,468 

$33, 523, 461 
32, 813,455 
51, 899,841 





The increases in tonnage and value of traffic for 1915 over those of 
1914, amounting to about 74,000 tons and $19,000,000, respectively, 
resulted from the improved business conditions in 1915. During the 
year a new steamboat line with two boats of 106 and 71 tons, gross, 























120 


RIVER AND HARBOR APPROPRIATION BILL. 


was established between Richmond and City Point. Another steamer 
of about 217 tons, gross, was added to the Furman Line to ply be¬ 
tween Richmond and City Point. 

Amount expended on all projects from July 5, 1884, to June 30, 1916: 


New work_$3,148, 005. 46 

Maintenance _ 100, 290. 96 


Total_A_ 3, 248, 296. 42 


Balance available for fiscal year ending June 30, 1917_ 191, 735. 33 

Amount (estimated) required to be appropriated for completion 
of existing project_ 2, 797, 000. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918: 

For works of improvement_ 46, 000. 00 

For maintenance of improvement_ 10, 000. 00 


Total_ 56, 000. 00 


APPOMATTOX RIVER, VA. 

Location and description. —This river rises in Appomattox County, 
Va., and flows northeasterly 137 miles into the James River. The 
portion under improvement is tidal and extends from Petersburg, 
Va., to its mouth, a distance of 11 miles. 

Condition at the end of the fiscal year.— The project for the general 
improvement of the river was completed in 1912, giving a channel 
from Petersburg to the mouth, a distance of 11 miles, with an original 
width of 80 feet and a depth at mean high water of 11 feet. The 
diversion plan was 94 per cent completed, when the dam was broken 
by a freshet in March, 1912, since which date no work has been done. 
The controlling depth in the navigable channel is 7.5 feet at mean 
low water. The total expenditure under the existing adopted project 
for the general improvement to the end of the fiscal year, exclusive of 
outstanding liabilities and contract obligations, was $27,666.64, of 
which the sum of $15,215.95 was for original work and $12,450.69 
for maintenance. The total expenditure for the diversion project to 
the end of the fiscal year was $243,941.21, of which $243,931.21 was 
for original work and $10 for maintenance. There remains to com¬ 
plete the existing project for the diversion at Petersburg, the con¬ 
struction of an earth dam and embankment above the navigable chan¬ 
nel and a conduit, extending from the diversion channel to the 
navigable channel at Petersburg, Va., for flushing the latter channel. 

Local cooperation.— Between 1866 and 1912 the city of Petersburg 
has voluntarily expended $1,582,837 on the improvement of the Appo¬ 
mattox River. The work consisted in dredging and dike construction 
for miles below Petersburg. 

Effect of improvement. —The improvement has made navigation 
safer and easier, and has resulted in more favorable freight rates to 
and from Petersburg. 

Proposed operations. —It is proposed with the balance of funds 
available for the general improvement to do such dredging of freshet 
deposits in the navigable channel as may be necessary and possible. 
It is believed that the funds will be exhausted at the close of the 
fiscal year 1917. This time, however, can not be definitely stated, as 
















RIVER AND HARBOR APPROPRIATION BILL. 


121 


it will be governed by the extent of the deposits to be removed. The 
estimated additional amount required for maintenance of the nav¬ 
igable channel by dredging during the fiscal year ending June 30, 
1918, is $5,000. No work is recommended to be done on the diversion 
scheme either for the fiscal year of 1917 or 1918 as it is not known 
when the city of Petersburg, Va., and the Norfolk & Western Rail¬ 
road Co. will do the work they agreed on in October, 1912, which 
would make further work advisable by the Government. 

Commercial statistics .—The principal articles of water-borne com¬ 
merce in the calendar year 1915 were peanuts, fertilizer, fertilizer ma¬ 
terial, and general merchandise. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. s . 

33,252 
40,172 
46,600 

$1,036,840 
1,364,186 
3,318,908 

1914. 

1915. 



The increase m tonnage and value of freight for 1915 over 1914 
resulted from the improved business conditions and the establishment 
of the new town of Hopewell at the mouth of the river. An addi¬ 
tional boat of 217 tons, gross, was placed on the river and plied be¬ 
tween Petersburg, City Point, and Richmond. 

CONSOLIDATED. 

Amount expended on all projects from 1852 to June 30, 1916: 

New work_$753, 567.16 

Maintenance_—---- 7, 056. 73 

Total___ 824, 623. 89 


July 1, 1916, balance available_ 11, 041. 08 

Amount (estimated) required to be appropriated for completion of 

existing project_ 16, 000. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 5, 000. 00 

APPOMATTOX RIVER, VA.-SUPPLEMENTAL ESTIMATE. 

War Department, 

United States Engineer Office, 

Norfolk, Va., December 19, 1916. 

From: The District Engineer Officer, Norfolk, Va. 

To: The Chief of Engineers, United States Army, Washington, D. C. 

(Through the Division Engineer, Eastern Division.) 

Subject: Improvement of Appomattox River, Va. 

1. Under date of March 2, 1916, I submitted to the Chief of Engineers, United 
States Army, through the division engineer, southeast division, a report, in 
which I expressed my opinion that the city of Petersburg, Va., and the Norfolk 
& Western Railway Co. would have shortly substantially complied with the 
terms of an agreement entered into October 10, 1912, under which the United 
States was to complete the diversion project for the Appomattox River, Va., 
when certain work had been accomplished by the city of Petersburg and the 
Norfolk & Western Railway Co. 

2 In this report a new estimate of the amount necessary to complete the 
work was given. At that time it was thought that the diversion work could be 
completed for a total of $32,000, and that the channel work carried on under the 



















122 


RIVER AND HARBOR APPROPRIATION BILL. 


head “ General improvement ” could be restored to its project dimensions for 
$16,000. 

3. I am now in receipt of a communication from the secretary of the Chamber 
of Commerce of Petersburg, Va., with which he forwards a certified copy of the 
action of the common council and the board of aldermen of the city of Peters¬ 
burg, making the necessary appropriations to complete the work required to be 
done by the city of Petersburg, and a letter from the chief engineer of the 
Norfolk & Western Railway Co., in which he states that his company will pro¬ 
ceed with the raising of its track as soon as the work contemplated by the city 
of Petersburg is completed. (Copies of these last two communications are in¬ 
closed herewith.) 

4. The work to be done by the Norfolk & Western Railway Co. and the work 
to be done by the Federal Government should be carried on simultaneously, and 
it is probable that the railroad work will be commenced early in the spring of 
1917. The Government should, therefore, be in position to begin carrying out 
its part of the agreement at the same time, and I am of the opinion that an 
item should be incorporated in the pending river and harbor bill appropriating 
the necessary funds for the work in question. Since the estimate of March 2, 
1916, was submitted there has been a marked advance in the cost of labor and 
materials, especially coal, and the estimate then given should be increased by 
25 per cent in order to cover present conditions. A total of $60,000 will there¬ 
fore be needed, of which $40,000 is required for completing the diversion project 
and $20,000 for restoring the navigable channel to its project dimensions. 
There is at present on hand an unexpended balance of about $10,000, all of 
which, in the opinion of this office, may be used in the maintenance of the gen¬ 
eral improvement. An additional appropriation of $50,000 is therefore neces¬ 
sary, of which $10,000 would be needed for general improvement and $40,000 
for completion of the diversion project. After the completion of the diversion 
project and the restoration of the navigable channel to its project dimensions, 
the cost of maintenance will be $3,000 per year, of which $1,000 will be applied 
to the diversion channel and $2,000 to general improvement. 

5. A copy of a letter from the traffic manager of the Furman Line, operating 
steamers between Petersburg and Richmond and intermediate landings via City 
Point, Va., which shows the need of restoring the navigable channel to its 
project dimensions, is also inclosed herewith. 

6. I therefore recommend that an item appropriating $40,000 for completion 
of the diversion project at Petersburg, Va., and $10,000 for maintenance of the 
general improvement be inserted, if possible, in the pending river and harbor 
bill. A proviso should be included to the effect that the money so appropriated 
shall not be available until the work to be done by the city of Petersburg, under 
the joint agreement of October 10, 1912, is completed and the work to be done 
by the Norfolk & Western Railway Co., under the same agreement, is actually 
in progress. 

J. R. Jervey, 

Lieutenant Colonel, Corps of Engineers, 

United States Army. 


[First indorsement.] 


Office of Division Engineer, Eastern Division, 

December 23, 1916. 

To the Chief of Engineers : 

Concurring in the recommendation of the district officer. 


W. N. Judson, 

Lieutenant Colonel, Corps of Engineers, 

Division Engineer. 


TANGIER CHANNEL. VA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
107, Sixty-third Congress, first session: 

The village of Tangier is located on Tangier Island, Chesapeake Bay, about 
15 miles southwest of Crisfield, Md. The principal industry of this island is 
fishing, oystering, and crabbing, and in this business about 1,000 small sail 
and gasoline boats, drawing from 2 to 4 feet, are used, which can readily reach 


RIVER AND HARBOR APPROPRIATION BILL. 


123 


Tangier Sound at all stages of water. The present available depth in the 
channel leading to Tangier is only about 2 feet at mean low tide, and the im¬ 
provement desired is a deeper channel, about a mile in length, from Tangier 
Sound to Tangier, with an anchorage basin at the latter place. Two estimates 
for this improvement are submitted by the district officer, one covering a 
channel 4 feet deep and 40 feet wide, with an anchorage basin of the same 
depth 400 by 400 feet, and the other a channel 5 feet deep and 50 feet wide, 
with an anchorage basin of the same depth 400 by 400 feet. The 4-foot project 
is estimated to cost $12,100 and the 5-foot project $16,434. He believes that the 
locality is worthy of improvement to the extent of a channel 4 feet deep at 
mean low water and 40 feet wide, omitting the suggested anchorage basin, at 
an estimated cost of $8,525. The division engineer is of opinion that if this im¬ 
provement is to be made it would be better to undertake the larger project 
with the turning basin, at an estimated cost of $16,434. 

These reports have been referred, as required by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to its accompanying 
report of June 3, 1913. In the opinion of the board the amount and value of 
the commerce of this locality are sufficient to justify the United States in pro¬ 
viding some improvement for its benefit, and for reasons stated the board 
agrees with the division engineer that it would be better to adopt the larger 
project for a channel 5 feet deep and 50 feet wide, with an anchorage at the 
upper end 400 by 400 feet of the same depth, at a total estimated cost of 
$16,434. 

I concur in general with the views of the district officer, the division engineer, 
and the Board of Engineers for Rivers and Harbors, and, therefore, in carry¬ 
ing out the instructions of Congress, I report as follows: That the improve¬ 
ment by the United States of Chesapeake Bay with a view to providing a suit¬ 
able channel at Tangier, Va., is deemed advisable so far as to secure an avail¬ 
able channel depth of 5 feet and a channel width of 50 feet, increased at en¬ 
trances and on curves, from Tangier Sound to Tangier, with an anchorage 
basin 400 feet by 400 feet of the same depth, following in general the methods 
described in the report of the district officer, at an estimated cost of $16,434 
for first construction. 

Commerce, 1912. 


Incoming: Value. 

Coal oil, 18 carloads (about 50,000 gallons)_ $4, 540 

Wood, 1,000 cords_ 5, 000 

Coal, 200 tons_ 1,600 

Building materials___ 10, 000 

General merchandise__!_ 100, 000 


Total_121.140 


Outgoing: 

Fish, 1,000 tons_ 100,000 

Crabs, hard and soft_ 50,000 

Oysters, 85,000 bushels_ 50, 000 


Total___ 200,000 


INLAND WATERWAY FROM NORFOLK, VA., TO BEAUFORT INLET, N. C. 

Location and description .—This improvement provides for an in¬ 
land water route approximately paralleling the Atlantic coast be¬ 
tween Norfolk, Va., and Beaufort Inlet, N. C., a distance of 186 
statute miles. With the exception of four land cuts, which connect 
existing watercourses, the route lies in natural waterways. Begin¬ 
ning at Norfolk, Va., it follows successively the Southern Branch of 
the Elizabeth River, Va., the Virginia Cut of the Albemarle & Chesa¬ 
peake Canal, North Landing River, Va. and N. C.; Currituck Sound, 
N. C.; Coinjock Bay, N. C.; the North Carolina Cut of the Albe¬ 
marle & Chesapeake Canal; and North River, N. C., to Albemarle 
Sound, a distance of 63.5 miles. The route then crosses Albemarle 
















124 


RIVER AND HARBOR APPROPRIATION BILL. 


Sound from the mouth of North River, N. C., to the mouth of the 
Alligator River, N. C., a distance of 12.9 miles. Between the southern 
shore of Albemarle Sound and the mouth of the Neuse River, N. C., 
it follows successively, the Alligator River, N. C.; a proposed land 
cut to Rose Bay, N. C., and Pamlico Sound, N. C., a distance of 72.6 
miles. Between Pamlico Sound at the mouth of Neuse River and 
Beaufort Inlet, N. C., the route follows the existing waterway via 
Neuse River, Adams Creek, Adams Creek Canal, Core Creek, and 
Newport River to Beaufort Inlet, N. C., a distance of 37 miles. 

With the exception of the Southern Branch of the Elizabeth River, 
the Adams Creek Canal, Core Creek, and Newport River, which are 
tidal streams, the watercourses followed are nontidal, with very 
sluggish currents which are due principally to the influence of 
winds. The width between banks of the various streams in the proj¬ 
ect is very variable, the widest being 4 miles wide and the narrowest 
200 feet wide. 

Existing 'project. —The approved project (H. Doc. No. 391, 62d 
Cong., 2d sess., with maps) was adopted by the river and harbor act 
of July 25, 1912, and provides for an inland waterway with a depth 
of 12 feet at mean low water between Norfolk, Va., and Beaufort, 
Inlet, N. C., a distance of 186 miles. The bottom widths vary be¬ 
tween 90 feet in land cuts to 300 feet in w 7 ide waters. The estimated 
cost of the work is $5,400,000 for construction only. No estimates 
were made for maintenance. This waterway is nontidal, except in its 
extreme northern and southern sections, the tidal range being 2.7 feet 
at Norfolk, Va., and 2.6 feet at Beaufort Inlet, N. C. 

Operations and results during the -fiscal year. —Dredging was done 
in the shoalest parts of the waterway between Norfolk, Va., and 
Albemarle Sound, N. C., during the year. There were removed dur¬ 
ing this period 898,416 cubic yards of material by Government plant 
operated with hired labor, resulting in 2.5 miles of completed chan¬ 
nel, and 1,697,594.59 cubic yards of material were removed under 
three contracts, resulting in 4.4 miles of completed channel. The 
average cost of the work with Government plant was $0.1117 per cubic 
yard, place measurement. The average contract price was $0.1118 
per cubic yard, place measurement. Three highway bridges, carry¬ 
ing public roads across the canal at points where existing roads were 
intersected by the waterways were completed during the year at a 
cost of 82,890 for the three bridges. A warehouse for the storage 
of Government property used in connection with the improvement 
has been partly completed. The total expenditures for the }^ear, ex¬ 
cluding outstanding liabilities, were $457,979.87, of which $454,379.87 
was for original work and $3,600 for maintenance. In addition to 
the above expenditure, the sum of $500 was applied, by authority of 
the Secretary of War, to clearing snags and logs from the channel of 
Pokety Creek, ya., a tributary of the waterway near North Landing, 
Va., with a navigable length of about 2 miles. 

Condition at the end of the fiscal year. —Of the approved project 
25.4 per cent has been completed, resulting in 24.5 miles of channel 
having the project depth of 12 feet at mean low water. The bottom 
width of 9.5 miles of this completed channel is 90 feet and the bot¬ 
tom width of 15 miles is 250 feet. The maximum depth available 
throughout the year over the shoalest part of this improvement is 
8.5 feet at mean low water. In order to complete the project 


RIVER AND HARBOR APPROPRIATION BILL. 


125 


24,027,000 cubic yards of dredging, covering a distance of 102 miles, 
remain to be done. The total expenditures under the existing project 
to the end of the fiscal year, exclusive of outstanding contracts and 
liabilities, is $1,681,439.29, of which $500,000 was for the purchase of 
the Albemarle & Chesapeake Canal, $1,177,839.29 for original work, 
and $3,600 for maintenance. In addition to the above expenditure, 
$500 has been expended for work on Pokety Creek, a tributary of 
the waterway. 

Local cooperation .—No conditions requiring local cooperation were 
imposed by the law adopting this project, but a public wharf and 
warehouse have been erected at Coinjock, N. C., and also at Great 
Bridge, Va., by the citizens of these places. The cost of these struc¬ 
tures is not known. 

Effect of improvement .—The work done up to the present time 
has rendered navigation easier, quicker, and safer upon the improved 
parts of the waterway, but the improvement has not progressed suffi¬ 
ciently to have any effect on the amount of commerce. It has not 
been practicable as yet to determine its effects on freight rates, but 
the abolition of tolls, which went into effect on May 1, 1913, should 
in time result in lower rates. 

Proposed operations .—At the close of the fiscal year ending June 
30, 1916, there were $35,304.85, exclusive of outstanding liabilities, 
available for expenditure under this project. The river and harbor 
act approved July 27, 1916, appropriated $1,000,000 for this work, 
which made a total of $1,035,304.85 available for expenditure upon 
the improvement. It is intended to expend the money available 
upon the following work: 


Contract work: 

Dredging in the Virginia Cut of the Albemarle & 

Chesapeake Canal_$110, 000. 00 

Dredging in North River, N. C_ 195, 000. 00 

Dredging bar at mouth of North River, N. C_ 75, 000. 00 

Dredging in North Landing River, Va___ 233, 000. 00 

Dredging in Southern Branch, Elizabeth River, 

Va_ 107, 000. 00 


Total for contract work_ $720, 000. 00 

Work with United States plant: 

Operation of U. S. pipe-line dredge Currituck, 9 
months, in the Virginia Cut of the Albemarle 

& Chesapeake Canal, at $10,000 per month_ 90, 000. 00 

Operation of U. S. pipe-line dredge Currituck, 9 
months, in North Landing River, Va., at 
$10,000 per month_ 90, 000. 00 


Total for work with United States plant- 180, 000. 00 

Contingencies, supervision and administration_ 135, 304. 85 


Total___ 1,035,304.85 


It is expected that agreements will be entered into before December 
31, 1916, for all the work which it is proposed to have performed by 
contract. The funds to be applied to contract work will therefore 
be pledged before that date. The minimum rate of progress which 
will be specified in contracts will require the completion of all the 
work contemplated at a date not later than October 31, 1918. It is 
estimated that the work proposed to be done with United States plant 
will require until about December 31, 1917, for its completion. 














126 


RIVER AND HARBOR APPROPRIATION BILL. 


During the fiscal year ending June 30, 1918, it is proposed to carry 
on dredging operations by contract and with Government plant upon 
the part of the waterway between Albemarle and Pamlico Sounds, 
N. C., in accordance with the following estimate for funds, the items 
of which are given in the order of their urgency: 


Purchase of land for right of way and dumping grounds, between 

Albemarle and Pamlico Sounds, N. C--- $154, 500 

Operation of the hydraulic pipe-line dredge Currituck, for 6 months 
(Jan. 1 to June 30, 1918) on land cut between Albemarle and Pam¬ 
lico Sounds, N. C., at $10,000 per month-60, 000 

Contract dredging on land cut between Albemarle and Pamlico 

Sounds, N. C_- 685, 500 

Engineering, supervision, and contingencies_ 100, 000 


Total_ 1,000.000 


Recommended modifications of project. —A change from the Rose 
Bay route to the Pungo River-Goose Creek-Bay River route upon 
the part of the waterway between the Alligator River and Neuse 
River, N. C., has been recommended twice, as described in House 
Document No. 1478, Sixty-third Congress, third session, and House 
Document No. 1136, Sixty-fourth Congress, first session. This 
change involves an increase in the estimated cost of the portion of 
the waterway affected from $2,270,780 to $2,391,880. 

Commercial statistics. —For the calendar year of 1915 the principal 
articles of commerce were coal, fertilizer, gasoline, agricultural and 
forest products, grain, and miscellaneous articles. 


Comparative statement. 


Year. 

Short tons. 

Value. 

1913-19141. 

258,441 
229,047 

2 $4,000,000 
3,228,537 
4,316,776 

1914 3 . 

1915 3 . 

158,644 



1 Statistics reported under “Operating and care of the inland waterway from Norfolk, Va., to Beaufort 
Inlet, N. C.,” for fiscal year ended June 30, 1914, instead of for a calendar year, as the property had not 
been operated as a free waterway long enough to give the data for a calendar year. 

2 Values not given in report. Estimate based on values for 1914. 

3 Statistics reported under “Operating and care of Inland waterway from Norfolk, Va., to Beaufort 
Inlet, N. C.,” for calendar year. 

The decrease in tonnage and increase in value is due principally to 
decrease in shipments of lumber, logs, and fertilizer and the increased 
valuation of almost every commodity shipped. 

Amount expended on all projects from Mar. 3, 1873, to June 30, 


1916: 

New work-$1, 972,104. 63 

Maintenance _ 56, 930. 66 


Total- 2, 029, 035. 29 


Balance available for fiscal year ending June 30, 1917_ 1, 035, 304. 85 

Amount (estimated) required to be appropriated for completion 

of existing project- 2,600,500.00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for works of improvement_ 1, 000, 000. 00 


MANTEO (SHALLOWBAG BAY), N. C. 

Location and description. —Shallowbag Bay, formed by a natural 
indentation of the shore line, is situated on the northeastern side of 

























RIVER AND HARBOR APPROPRIATION BILL. 


127 


Roanoke Island, N. C. Elizabeth City, N. G, the nearest town, is 
4o miles to the northwest, and Norfolk, Va., lies 90 miles north bv 
west. J 

Condition at end of fiscal year. —The project was completed in 
September, 1911, for $3,246.82 less than the estimate. Some deterior¬ 
ation in the dredged channel has occurred, and 5.4 feet at mean low 
water is the maximum draft that can be carried from Ivoanoke 
Sound to the town of Manteo, though dredging operations proposed 
for July, 1916, will soon restore the project depth. Expended up to 
June 30, 1916, for improvement, $10,503.18; for maintenance, 
$3,231.88; total, $13,735.06. 

Effect of improvement. —The improvement has had the effect of 
allowing larger and safer boats to use this bay. 

Proposed operations. —The funds available for the fiscal year 1917 
will be exhausted about August 10, 1916, by the operations of the 
U. S. hydraulic pipe-line dredge Croatan during July and August, 


H months, at $3,000-$ 4 , 000. 00 

Superintendence and contingencies_ 791 . 37 

Total- 4 , 791. 37 


It is not expected that further dredging will be required for three 
to four years. 

It is proposed to apply the amount estimated for the year 1918 to 
surveys, collecting commercial statistics, and office expenses, $500. 

Commercial statistics. —The commerce for the calendar year 1915 
amounted to 12,110 short tons, valued at $557,551.80, all of which 
passed over the improved channel. The commerce consisted prin¬ 
cipally of fish, grain, general merchandise, ice, and machinery, and 
was transported in gasoline, sail, and steam boats drawing from 3 
to 5 feet. No change in character of commerce resulted from im¬ 
provement and no lines established or abandoned. The increase in 
tonnage is due to the establishment of an ice plant at Manteo, and 
the decrease in value due to a lesser quantity of machinery having 
been received in 1915, and on account of a falling off in the receipts 
of dry goods, which was probably the result of two bad fishing 
seasons. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

8,867 

11,888 

12,110 

1576,404.50 
593,531.50 
557,551.80 

1914. 

1915. 



Amount expended on all projects from June 25, 1910, to June 30, 1916: 


New work_$10,503.18 

Maintenance_ 3, 231. 88 


Total___ 13, 735. 06 

Balance available for fiscal year ending June 30, 1917- 4, 791. 37 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 500. 00 





















128 


RIVER AND HARBOR APPROPRIATION BILL. 


MANTEO BAY, N. C.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 864, 
Sixty-third Congress, second session : 

Manteo Bay, or Shallowbag Bay, is on the northeastern side of Roanoke 
Island. By the act of June 25, 1910, a project was adopted for improvement of 
Shallowbag Bay, providing for a channel 100 feet wide and 6 feet deep at mean 
low water from the entrance of the bay to the wharves at Manteo. This project 
has been completed, but some maintenance work will be required to make the 
project depth available. There is no lunar tide at this locality, but the district 
officer reports that there are times, especially during the winter, when the depth 
ordinarily available is lowered by winds, and during such times navigation is 
practically closed to boats drawing more than 4\ to 5 feet of water. The im¬ 
provement apparently desired is a channel capable of being used at all times 
by boats drawing G feet of water. The commerce of the locality, which is* neces¬ 
sarily entirely by water, has shown a substantial increase as a result of the 
facilities provided by the United States, and the district officer is of opinion 
that further improvement is advisable to the extent of dredging an approach 
channel in Manteo Bay 100 feet wide and 7 feet deep, and a channel or basin 
200 feet wide and 7 feet deep to the upper limits of the town of Manteo, at a 
total estimated cost of $28,000, provided the right to dredge the marshland 
within the limits of the basin and to deposit material on adjacent marshland 
be granted free of cost to the United States. The division engineer concurs 
with the district officer in believing that the General Government is justified in 
undertaking the work proposed. 

I concur with the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the im¬ 
provement by the United States of Manteo Bay, N. C., is deemed advisable to 
the extent of providing an approach channel 7 feet deep and 100 feet wide, with 
a small basin in front of the marine railway, and thence a channel or basin of 
the same depth and 200 feet wide to the upper limits of the town of Manteo, 
as shown on accompanying map, at an estimated cost of $28,000 for first con¬ 
struction and $2,000 annually for maintenance, provided that no expense shall 
be incurred by the United States for acquiring any land required for the 
purpose of this improvement. 

THOROUGHFARE BAY, N. C.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1125, Sixty-third Congress, second session: 

There are submitted herewith, for transmission to Congress, reports dated 
October 8, 1913, and April 11, 1914, with map, by Maj. LI. W. Stickle, Corps 
of Engineers, on preliminary examination and survey of Thoroughfare Bay, 
N. C., from Core Sound to Cedar Bay, near the mouth of Neuse River, Pamlico 
Sound, authorized by the river and harbor act approved March 4, 1913. 

Thoroughfare Bay is on the north side of Core Sound, about G miles west 
of the end of the peninsula at the junction of Core and Pamlico Sounds. The 
improvement contemplated is the deepening of portions of an existing waterway 
about li miles in length connecting Thoroughfare Bay and Cedar Bay, which 
is now used when tides permit by vessels plying between Core Sound and Pam¬ 
lico Sound. Except when the tides are favorable, these vessels are now 
obliged to use the route north of Harbor Island, where the depth is also defi¬ 
cient and the passage rough and dangerous. Several small communities, having 
an aggregate population of about 2,000, principally engaged in fishing and 
oystering, would be benefited by the desired improvement. The district officer 
presents a plan which provides for a channel 5 feet deep and 50 feet bottom 
width, at an estimated cost of $5,200, and $300 annually for maintenance. He 
expresses the opinion that the locality is worthy of improvement to this extent, 
and the division engineer concurs in this view. 

I concur with the district officer, the division engineer, and the Board of 
Engineers for Rivers and Harbors, and therefore report that the improvement 
by the United States of Thoroughfare Bay, N. C., is deemed advisable to the 
extent of providing a channel 5 feet deep and 50 feet bottom width, connecting 
Thoroughfare Bay and Cedar Bay, N. C., at an estimated cost of $5,200 for first 
construction and $300 annually for maintenance. 


RIVER AND HARBOR APPROPRIATION BILL. 


129 


HARBOR OF REFUGE AT CAPE LOOKOUT, N. C. 

Location and description .—Cape Lookout is the middle of the 
three prominent capes on the coast of North Carolina. Cape Hat- 
teras is about 74 miles to the northeast and Cape Fear about 95 miles 
to the southwest. Wilmington, N. C., is 125 miles distant by water 
in a southwesterly direction, and Norfolk, Va., is 225 miles northerly. 
The harbor, which is If by If miles, is formed by a natural indenta¬ 
tion of the shore line and by a breakwater. 

Existing project .—The existing project, adopted by the river and 
harbor act approved July 25, 1912, provides for the construction of 
a harbor of refuge inclosing by means of a rubblestone breakwater 
an area of 575 acres, of 30 feet or more in depth (H. Doc. No. 528, 
62d Cong., 2d sess^ with map), at an estimated cost of $3,526,600. 
The mean range of tides is 3.7 feet. 

Condition at the end of the fiscal year .—The project is 23.1 per cent 
completed. From a point 1,550 feet offshore to a point 3,400 feet 
offshore the breakwater is now showing above low water. Expended 
on present project to June 30, 1916, $498,303.82, all for new work. 

Proposed operations .—The funds available for the fiscal year 1917, 
including amount covered by uncompleted contracts, will be ex¬ 


hausted by May 30, 1917, as follows: 

11 months’ contract earnings, at $70,625_$776, 875. 00 

11 months’ superintendence and inspection, at $1,202+_ 13, 225. 36 


Total_ 790,100. 36 

It is proposed to apply the total amount estimated for the year 
1918 as follows: 

To depositing 422,000 tons of stone in breakwater, at $1.98_ $835, 560 

To superintendence and inspection, 12 months, at $1,203_ 14,440 


Total___ 850,000 


Amount expended on all projects from July 25, 1912, to June 30, 

1916: 

New work_ 498, 303. 82 

Maintenance _ 

Balance available for fiscal year ending June 30, 1917- 90,675.82 

Amount (estimated) required to be appropriated for completion 

of existing project- 2,126, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for works of improvement-,- 850,000.00 


BEAUFORT HARBOR, N. C. 

Location and description ,—Located just inside Beaufort Inlet. 
Cape Fear is about 93 miles to the southeast, Cape Lookout is 8 miles 
east, and Norfolk, Va., is about 225 miles by ocean route to the north. 
The harbor is formed behind barrier beach opposite Beaufort Inlet. 
The general dimensions are 1J miles by 4| miles. 

Condition at the end of fiscal year .—The project has been com¬ 
pleted. The jetties and sand fences at Fort Macon and Shackleford 
Points are in good condition and have stopped erosion at these 
places. The Bulkhead Channel has been restored to project depth, 
so that 7 feet can be carried to Beaufort. Gallants Channel has been 
restored to project dimensions and affords a 10-foot channel connect- 

H. Kept. 1289, 64-2-9 

















130 


RIVER AND HARBOR APPROPRIATION BILL. 


ing Beaufort with the inland waterway. The channel in front of the 
town of Beaufort has deteriorated in width. The total expenditures 
on present project to. June 30, 1916, were $244,084.50, of which 
$175,717.76 was for new work and $68,366.74 was for maintenance. 

Effect of improvement .—The effect of the improvement has been 
to allow boats of deeper draft to reach the wharves at Beaufort, 
which made possible a regular line of boats between Norfolk, Va., 
and Beaufort, N. C., and caused a reduction of freight rates. 

Proposed operations .—The funds available June 30, 1916, will be 
exhausted about May 30, 1917. 

By operations of dredge Croatan from Mar. 16, 1917, to Apr. 26, 1917, 


1£ months, at $3,000_$4, 000. 00 

Purchase tender for new dredge- 1, 800. 00 

Superintendence, etc___ 187. 25 


Total___ 5, 987. 25 


It is proposed to apply the amount estimated for the year 1918 in 
operation of U. S. hydraulic dredge Croatan , one and one-half 
months, $4,50Q. 

Commercial statistics .—The commercial statistics for the calendar 
year 1915 amounted to 169,712 short tons, valued at $2,948,604.90, all 
of which passed over the improved sections of the waterway. It con¬ 
sisted principally of acid phosphate, coal, cement, fertilizer, ferti¬ 
lizer material, general merchandise, and farm and water products. 
Of the commerce transported, 110,853 tons of acid phosphate, cement, 
coal, fertilizer material, gravel, lumber, plaster, piling, and railroad 
iron, valued at $973,681.40, were carried in barges and schooners 
drawing from 5 to 9 feet; 392 tons of machinery, railroad iron, pil¬ 
ing, crossties, and lumber, valued at $10,015.20, were carried by scows 
drawing from 4J to 13 feet; 58,467 tons of general merchandise, farm 
and water products, fertilizer, fish oil, gasoline, ice, kerosene, and 
machinery, valued at $1,964,908.30. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

85,423 
68,241 
169,712 

$2,400,015.90 
1,921,877.56 
2,948,604.90 

1914. 

1915.. 



No new lines were established during the year. A transportation 
company doing a barge business between Philadelphia, Pa., and 
Charleston, S. C., greatly increased its service, which is partly re¬ 
sponsible for the increase in tonnage and value. 

Amount expended on all projects from July 4, 1836, to June 30, 


1916: 

New work_$180, 717. 76 

Maintenance_ 68, 366. 74 


Total_ 249, 084. 50 

July 1, 1916, balance available_ 5,987.25 


Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 


4, 500. 00 























RIVER AND HARBOR APPROPRIATION BILL. 


131 


BEAUFORT HARBOR, N. C.-NEW PROJECT. 

Report of the Chief of Engineers, printed in Senate Document 
1108, Sixty-third Congress, second session: 

The existing projects for improvement of Beaufort Harbor provide for a 
channel from the north GO feet wide and 10 feet deep at mean low water, a 
channel from the south 100 feet wide and 7 feet deep at mean low water, and 
a channel from the east 40 feet wide and 5 feet deep at mean low water. The 
first two channels mentioned have been completed, and an anchorage area or 
turning basin 200 feet wide and 2,000 feet long has been constructed in front 
of the town under authority contained in the river and harbor act of June 25, 
1910. The improvement now desired is an enlargement of the anchorage area, 
which, it is claimed, is congested to such an extent as to endanger the vessels 
using it. The district officer presents a plan of improvement which provides 
for a basin 550 feet wide, 10 feet deep at mean low water, and about 2,300 feet 
long, protected from deterioration by a stone bulkhead, at a total estimated cost 
of $53,100. He expresses the opinion that the locality is worthy of improve¬ 
ment to this extent, provided local authorities will construct a suitable public 
wharf with storage facilities and mechanical equipment and with rail connec¬ 
tions. The division engineer is of the opinion that the further improvement of 
the locality with a view to providing a suitable turning basin and anchorage 
area in front of the town of Beaufort is not worthy of being undertaken by the 
General Government at the present ttime. 

The Board of Engineers for Rivers and Harbors does not believe that the 
United States would be justified in carrying out the expensive project pro¬ 
posed by the district officer, but it is of opinion that it is advisable to provide 
a moderate enlargement of the existing basin to a depth of 10 feet, covering the 
triangular area shown on the accompanying map, at an estimated cost of $15,900. 

I concur with the views of the Board of Engineers for Rivers and Harbors, 
and therefore report that the improvement by the United States of Beaufort 
Harbor, N. C., with a view to providing a suitable turning basin and anchor¬ 
age area in front of the town of Beaufort, is deemed advisable to the extent of 
excavating to a depth of 10 feet at mean low water the triangular area shown 
in solid lines on the accompanying map, at an estimted cost of $15,900 for first 
construction and $1,100 annually for maintenance. 

BEAUFORT INLET, N. C. 

Location and description, —Beaufort Inlet connects Beaufort Har¬ 
bor with the Atlantic Ocean and is about 3 miles from the town of 
Beaufort. Cape Fear is about 93 miles to the southwest; Norfolk, 
Va., is about 225 miles by ocean route to the north. 

Existing project. —The existing project, adopted by the river and 
harbor act of March 3, 1905, contemplates securing a channel 300 
feet wide and 20 feet deep at mean low water across the bar, to be 
obtained by dredging, at an estimated cost of $45,000 and about 
$15,000 annually for maintenance. (H. Doc. No. 563, 58th Cong., 
2d sess.) The average rise of tide is 2.5 feet at Beaufort and 3.5 feet 
at the inlet. For latest map see House Document No. 1454, Sixtieth 
Congress, second session. 

Condition at end of fiscal year.— The project was completed m 
December, 1910, for $515.76 less than the estimate and work since 
then has been for maintenance. Some shoaling in the dredged chan¬ 
nel has occurred and at the close of the year the minimum low-water 
depth was 184 feet. Expended to June 30, 1916—for new work* 
$44,484.24; for maintenance, $67,839.50; total, $112,323.74. 

Effect of improvement. —As the result of this improvement a regu¬ 
lar barge line between Philadelphia, Pa., and Charleston, S. C., has 
been established. 


132 


RIVER AND HARBOR APPROPRIATION BILL. 


Proposed operations .—The funds available for the fiscal year 1917 
will be exhausted by about December 31, 1916, as follows: 

Operations, U. S. dredge Cape Fear, 21 months, Oct. 15 to Dec. 31, 

at $3,950_$9, 875. 00 

Superintendence, etc-:- 162. 26 

Total_ 10, 037. 26 

It is proposed to apply the amount estimated as a profitable ex¬ 
penditure in the fiscal year 1918 to maintaining the bar channel by 
dredging with Government plant and hired labor, as follows: 

Operations, dredge Cape Fear, 31 months, at $3,950-$13, 825 

Superintendence and contingencies_ 175 

Total_ 14, 000 

The amount estimated as necessary for annual maintenance has 
been increased from $10,000 to $14,000 as it has been found the neces¬ 
sary work can not be carried on with the former amount. 

Commercial statistics .—The commerce for the calendar year 1915 
amounted to 119,585 short tons, valued at $1,112,937.60, all of which 
passed over the improved sections of the inlet. It consisted princi¬ 
pally of acid phosphate, coal, cement, fish, fertilizer material, and rail¬ 
road iron. Of the commerce transported, 101,561 short tons, valued 
at $880,761.40, of acid phosphate, cement, coal, fertilizer material, 
gravel, lumber, plaster, piling, and railroad iron were carried by 
barges drawing from 8 to 9 feet, towed by tugs drawing from 12 to 
14 feet; 392 tons, valued at $10,015.20, of machinery, railroad iron, 
piling, crossties, and lumber were carried by scows drawing from 
4J to 11 feet, towed by tugs drawing from 9 to 13 feet; 17,632 tons 
of fish, valued at $221,161, was carried by gas boats drawing from 3 
to 6 feet. No lines were abandoned during the j^ear and none estab¬ 
lished, but a transportation company doing business by barge be¬ 
tween Philadelphia, Pa., and Charleston, S. C., greatly increased its 
service during the year. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913.. 

27,275 

$466,716.00 
292,074.00 
1,112,937.60 

1914. 

23,754 

1915. 

119,585 



The increase in tonnage and value was due to the increased busi¬ 
ness done by barges operating between Philadelphia, Pa., and 
Charleston, S. C., due to a great extent to the scarcity of sailing ves¬ 
sels to handle this commerce by an all-ocean route, and also to the 
large amount of stone being transported through the inlet for the con¬ 
struction of the harbor of refuge at Cape Lookout, N. C. 

Amount expended on all projects from Mar. 3, 1905, to June 30, 

1916: 

New work---$44,484.24 

Maintenance- 67, 839. 50 


112, 323. 74 


Total 


























RIVER AND HARBOR APPROPRIATION BILL. 133 

July 1, 1916, balance available_ 37 .26 

Amount appropriated by river and harbor act approved July 27, 

1916 -:- 10, 000. 00 


Balance available for fiscal year ending June 30, 1917_ 10, 037. 26 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 14, 000. 00 


HARBOR AT MOREHEAD CITY, N. C. 

Location and description. —Situated on the northern shore of 
Bogue Sound, Newbern, N. C., is the nearest city of importance, 
about 43 miles by inland waterway to the northwest; to the north, 
Norfolk, Va., is about 225 miles by ocean route, and 200 miles by in¬ 
land waterways. The harbor is formed behind an island of marsh. 
Its general dimensions are about 1,000 feet by 4,000 feet. 

Existing project. —The existing project, adopted by the river and 
harbor act of June 25,1910, provides for securing a channel by dredg¬ 
ing to a depth of 10 feet at mean low water, beginning at a point 
2,000 feet westward of Beaufort Harbor and extending up to the 
wharves at Morehead City, for a distance of 3,800 feet, the lower 
2,800 feet having a width of 100 feet and the upper 1,000 feet a width 
of 200 feet, at an estimated cost of $19,000, with $2,000 annually for 
maintenance, in accordance with plan (with map) printed in House 
Document No. 649, Sixty-first Congress, second session. Average 
rise of tide about 2.5 feet. For latest map see House Document No. 
1022, Sixty-third Congress, second session. 

Condition at end of fiscal year. —The project was completed in 
1913. A mean low-water channel 10 feet deep and 100 feet wide exists 
from deep water 2,800 feet toward the city; thence a channel of 
the same depth and 200 feet wide up to the wharves of the city 1,000 
feet. Expended on present project up to June 30,1916, for new work, 
$20,291.58; for maintenance, $5,347.78; total, $25,639.36.* 

Local cooperation. —The project for improvement, as adopted by 
Congress, provided that local interests should construct a 'bulkhead 
500 feet in length in front of Morehead City and cause to be con¬ 
veyed to the United States the right to deposit between said bulk¬ 
head and the shore the material excavated from the channel; and 
provided further that local interests or the town of Morehead City 
should provide at least one wharf of adequate facilities, the use of 
which to be open to all on equal terms. These conditions have been 
complied with. Approximately one-half mile of concrete sheet-pile 
bulkhead was built at a cost of about $30,000, and the conveyance of 
the right to deposit excavated material therein was accepted by the 
Chief of Engineers on June 19, 1912. The town of Morehead City 
executed an agreement (approved by the Secretary of War Jan. 19, 
1911) to establish and maintain in perpetuity a public wharf with 
adequate shipping facilities and to permit all water craft to use the 
said wharf on equal terms for reasonable rates of compensation. In 
accordance with this agreement a wharf, costing approximately 
$1,200, was built and is being maintained. About $5,000 has been 
expended by local interests in dredging to extend the improved 
channel. 

Effect of improvement. —The effect of the improvement has been 
to allow boats of deeper draft to reach the wharves at Morehead City, 







134 


RIVER AND HARBOR APPROPRIATION BILL. 


which made possible a regular line of boats between Morehead City, 
N. C., and Norfolk, Va., and caused a reduction of freight rates. 

Proposed operations. —The funds available for the fiscal year 1917 
will be exhausted by about September 30, 1916, as follows: 


Purchase of equipment dredge Croatan _$2, 000. 00 

Superintendence, surveys, office expenses- 612. 96 

Total_ 2, 612. 96 


It is proposed to apply the amount estimated for the fiscal year 
1918 to maintenance of the channel by dredging with the U. S. pipe¬ 
line dredge Croatan during March, 1918, as follows: 

Operation of U. S. hydraulic dredge Croatan two-thirds month, at $3,000_ $2, 000 

Commercial statistics. —The commerce for the calendar year 1915 
amounted to 12,363 short tons, valued at $678,606.50, all of which 
passed over the improved sections of the harbor. It consisted prin¬ 
cipally of clams, fish, ice, potatoes, and soft-shell crabs. Most of 
the commerce was carried in gas and sail boats drawing from 3 to 5 
feet. Tugboats having drafts of 10 to 12 feet, engaged in barge 
transportation through the inland waterway and Beaufort Inlet, 
called at Morehead City for fuel, water, and supplies. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

14,824 

17,828 

12,363 

8951,812.40 
869,005.00 
678,606. 50 

1914. 

1915. 



The decrease in tonnage and value w^as on account of the poor 
demand for crossties and the small catch of fish and crabs by fish¬ 
ermen in this locality. 


Amount expended on all projects from June 25, 1910, to June 30, 

1916: 

New work_$20,291.58 

Maintenance_ 5, 347. 78 


Total___ 25, 639. 36 

Balance available for fiscal year ending June 30, 1917_ 2, 612. 96 


Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 2,000. 00 


ROANOKE RIVER, N. C. 

Location and description. —This stream is formed by the junction 
of the Dan and Staunton Rivers at Clarksville, Va., and flows south¬ 
easterly for 198 miles into Albermarle Sound, N. C. The portion 
under improvement extends from Weldon, N. C., to the mouth, a 
distance of 129 miles. 

Condition at the end of the fiscal year. —War obstructions and 
some shoals have been removed and the channel has been cleared 
of logs and snags between the mouth of the river and a point about 
5 miles below Weldon. The following least channel depths are avail¬ 
able throughout the year: Between the mouth and Hamilton, a dis- 

























RIVER AND HARBOR APPROPRIATION BILL. 


135 


tance of 62 miles, a minimum depth of 10 feet below mean low water, 
and between Hamilton and a point 2 miles below Weldon, a distance 
of 65 miles, a minimum depth of 3 feet below mean low water. The 
project is 80 per cent completed. The total expenditures under the 
project, exclusive of outstanding liabilities, are $245,253.34, of which 
$228,435.62 was for original work and $16,817.72 for maintenance. 

Effect of improvement. —Navigation has been rendered easier and 
safer. It has not been practicable to determine the effect, if any, 
of the improvement on freight rates. 

Proposed operations. —It is proposed to continue maintenance 
work by dredging and snagging with Government plant and hired 
labor, as necessarjL On June 30, 1916, there was an unexpended 
balance of $2,108.16 available for this project. During the past 
10 years maintenance work has been done during six years at an 
average annual cost for the 10 years of about $1,700, with a maximum 
expenditure of $2,495 for the most costly year and a minimum ex¬ 
penditure of $1,616 for the least expensive year. No maintenance 
work has been done during the past two years, and the river now 
needs attention. It is, therefore, probable that the funds now on 
hand will be exhausted by June 30, 1917. The following estimate 
is submitted for the year ending June 30, 1918, to provide for the 
maintenance of the improved condition of the river: 


Operating U. S. snagboat Roanoke 3 months, at $600 per month_1_$1,800 

Supervision and contingencies_ 700 


Total_ 2, 500 

No estimate for completing the project is submitted, as the present 
dimensions, if maintained, are considered adequate for the class of 
commerce now using the stream. 

Commercial statistics. —During the .calendar year 1915 the princi¬ 
pal items of commerce on this stream were logs, lumber, and farm 
products. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

74,322 

72,421 

88,295 

$2,984,560 
2,144,249 
2,226,858 

1914. 

1915. 



Amount expended on all projects from Mar. 3,1871, to June 30,1916: 

New work_$228, 435. 62 

Maintenance_ 16, 817. 72 


Total_ 245, 253. 34 


July 1, 1916, balance unexpended_ 2,108.16 

Amount (estimated) required to be appropriated for completion of 

existing project_ 38, 400. 00 

Amount *that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 2, 500. 00 


SCUPPERNONG RIVER, N. C. 

Location and description. —This river rises in the center of a penin¬ 
sula between Albemarle and Pamlico Sounds. It flows in a general 
northerly direction, making a long bend eastward to the town of 

























136 


RIVER AND HARBOR APPROPRIATION BILL. 


Columbia, then turning westward again until it flows into Albemarle 
Sound. Its length is about 30 miles and its drainage area is about; 
182 square miles. 

Condition at the end of fiscal year .—The project was completed in 
November, 1909, for $751.32 less than the estimate. A channel 9 feet 
deep and 150 feet wide exists on the bar at the mouth; thence to Cross 
Landing, 14 miles above, a good open channel of 7 feet free from 
obstructions; thence to Spruills Bridge, 9 miles farther, 7 feet at 
mean low water, but the river in many places is narrow and crooked 
and obstructed by overhanging trees on the banks and by logs and 
snags in the channel. Expended on present project to June 30, 1916, 
for improvement, $13,248.68; for maintenance, $12,114.38; total, 
$25,363.06. 

Effect of improvement. —The improvement has had the effect of 
reducing freight rates and enabling deeper draft vessels to use the 
river. 

Proposed operations. —Maintenance work is required on this stream 
about every three years, and the amount estimated for the fiscal year 
1918 is to be used in conjunction with the money available June 30, 
1916, to do the necessary dredging in October and November, 1917. 

On June 30, 1916, there was available $1,408.85, which will be 
exhausted about October 15, 1917, as follows: For maintenance of 
bar channel by dredging with IT. $. dredge Croatan — 


Fourteen-thirtietlis month, Oct. 17-30, 1917, at $3,000_$1, 400. 00 

Superintendence--- 8. 85 


Total_ 1, 408. 85 

It is proposed to apply the amount estimated for the fiscal year 
1918 to the maintenance of the bar channel by dredging with the 
U. S. dredge Croatan , as follows: 

1 month, Oct. 16 to Nov. 15, at $3,000_$3, 000 

Superintendence, surveys, and commercial statistics_ 500 

Total_ 3, 500 

Commercial statistics .—The commerce for the calendar year 1915 
amounted to 9,448 short tons, valued at $389,478.30, of which amount 
8,624 tons, valued at $356,406.30, passed over the improved section of 
the river. The principal items were cotton, eggs, fertilizer, general 
merchandise, timber, and farm products. General merchandise and 
farm products are carried by gasoline and sail boats drawing from 
3 to 5 feet; coal, fertilizer, lime, etc., are handled by barges drawing 
from 6 to 8 feet. The decrease in tonnage below that of last year 
is due the closing down of a lumber mill. The increase in the value 
of the commerce is due to increased shipments of cotton. 


Comparative statement. 


Calendar year. 

Short tons. 

Value.- 

1913. 

30,073 
27,224 

$382,622.50 

355,370.50 

389,478.30 

1914. 

1915. 

9,448 



















RIVER AND HARBOR APPROPRIATION BILL. 137 

Amount expended on all projects from Mar. 3, 1879, to June 30, 

1916: 

New work-$21, 248. 68 

Maintenance _ 12 ,114. 38 

Total- 33, 363. 06 

July 1, 1916, balance available_ 1 , 408. 85 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 3, 500. 00 


SCUPPERNONG RIVER, N. C.-NEW PROJECT. 

? 

Abstract from the report of the Chief of Engineers printed in 
House Document 1196, Sixty-second Congress, third session: 

Seuppernong River, on the southern shore of Albermarle Sound, has been 
under improvement by the United States since 1876, under projects providing 
for dredging the bar, making cut-offs at sharp bends, and removing obstruc¬ 
tions from the channel up to Spruills Bridge, the landing for the village of Cres- 
well, 23 miles above the mouth. Cherry, 26 miles from its mouth, is head of 
navigation, to which point 5 feet can be carried at mean low water. Existing 
depths in the stream appear to be ample for the boats now using it, but above 
Cross Landing navigation is rendered difficult on account of the bends and 
obstructions. 

The district officer submits with favorable recommendation a plan for further 
improvement contemplating (a) a channel 150 feet wide on bottom and 10 feet 
deep at mean low water across the bar, and a channel 100 feet wide on bottom 
and 10 feet deep from the bar up to and including the town of Columbia; (b) a 
channel 40 feet wide on bottom and 8 feet deep from Columbia to Spruills Bridge 
near Creswell, including several cut-offs; (c) a channel 30 feet wide on bottom 
and 7 feet deep from Spruills Bridge to the fixed highway bridge near Cherry, 
involving work at about 20 points, and a turning basin of a triangular plan 150 
feet wide on a side 7 feet deep over the entire triangular area near Cherry bridge 
at the mouth of Mauls Creek, at a total estimated cost of $31,800 and $1,000 
annually for maintenance. The division engineer concurs in recommending this 
improvement. 

I concur in general with the views of the district officer, the division engineer, 
and the Board of Engineers for Rivers and Harbors, and therefore, in carrying 
out the instructions of Congress, I report as follows: That the improvement by 
the United States of Seuppernong River, N. C., is deemed advisable so far as to 
secure an available channel depth of 10 feet and a channel width of 150 feet 
across the bar at the mouth ; thence 100 feet wide and 10 feet deep to Columbia; 
thence 40 feet wide and 8 feet deep to Spruills Bridge; thence 30 feet wide and 
7 feet deep to the highway bridge near Cherry, and the construction of a turning 
basin near Cherry, following in general the methods described in the report of 
the district officer at an estimated cost of $31,800 for first construction and 
$1,000 annually for maintenance. 

PAMLICO AND TAR RIVERS, N. C. 

Location and description .—The two names are applied to the same 
river, it being known as the Pamlico below Washington, N. C., and 
as the Tar above that point. This stream rises in Person County, 
flows in a general southeasterly direction for 217 miles, and empties 
into Pamlico Sound. The stream is about 4J miles wide at the mouth, 
1 mile in width at Washington, 300 feet at Greenville, and 220 feet 
at Tarboro. 

Condition at end of fiscal year .—The project was completed in 
1915. A channel 200 feet wide and 10 feet deep exists to Washington, 
giving an increase of 100 feet in width and 1 foot in depth over what 
was previously available. There has been some deterioration in the 
6-foot dredged channel to Greenville, so that the limiting depth is 










138 


RIVER AND HARBOR APPROPRIATION BILL. 


now 4 feet. Between Greenville and the mouth of Fishing Creek the 
stream is clear of snags. The expenditures under the existing proj¬ 
ect to June 30, 1916, amounted to $222,880.73 for new work and 
$36,983.30 for maintenance, making a total of $259,864.03. 

Effect of improvement .—The effect of the improvement has been 
to lower freight rates and to allow vessels of deeper draft to reach 
Washington, N. C. Above Washington it has provided a more 
economical and convenient way for the handling of farm products, 
fertilizer, etc. 

Proposed operations .—The funds available for fiscal year 1917 will 
be exhausted by about November, 1916, as follows: 


Maintaining improvement below Greenville by operation of U. S. hy¬ 
draulic dredge Croatan, 2 months, at $3,000_$6, 000. 00 

Maintaining improvement between Greenville and Fishing Creek by 
operation of U. S. snag boat Contentnia, during October, 1916, 1 

month, at $500 _ 500. 00 

Superintendence, etc_i- 227, 86 


Total___:__ 6, 727. 86 

It is proposed to apply the amount estimated for the fiscal year 
1918 as follows: 

Maintaining improvement below Washington by operation of U. S. 

dredge Croatan, 1 month, at $3,000_:-$3, 000. 00 

Maintaining improvement between Greenville and Fishing Creek by 

operation of U. S. snag boat Co7itentnia, 2 months- 1, 000. 00 

Superintendence, etc._ 500, 00 


Total_4, 500. 00 

Commercial statistics .—The commerce for the calendar year 1915 
amounted to 286,716 short tons, valued at $3,937,502.40, all of which 
passed over the improved sections of the waterway. It consisted 
principally of cotton, fish, fertilizer, fertilizer material, grain, gen¬ 
eral merchandise, lumber, and machinery. 

Of the commerce transported 106,795 tons of coal, fertilizer, ferti¬ 
lizer material, gravel, and lumber, valued at $1,279,788 were carried 
by schooners and barges drawing from 6 to 9 feet; 43,931 tons of 
general merchandise, farm and water products, etc., valued at $2,249,- 
744.40, were carried by sail, gas, and steam boats drawing from 3 to 5 
feet; 135,990 tons of timber, valued at $407,970, was rafted and car¬ 
ried on flats drawing from 4 to 7 feet. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

322,364 
288,827 
286,716 

$5,429,622.50 
3,635,611.37 
3,937,502. 40 

1914. 

1915. 



There was no change in the character of commerce resulting from 
improvement. One new line was established during the year. The 
decrease in tonnage was caused by lumber mills handling more of 
their timber by rail and on account of the poor demand for poles, 
piles, wood, crossties, etc.; the increase in value was caused by the 
greater demand for lumber, which caused an increase in price and 
in shipments; the increase in price of fertilizer and fertilizer ma¬ 
terial, caused by the European war, and due also to a larger cotton 





















RIVER AND HARBOR APPROPRIATION BILL. 


139 


crop. A decrease in tonnage but an increase in value was on account 
of a falling off in shipments of commodities of a low value per ton 
and an increase in shipments and price of commodities of a high 
value per ton. 


Amount expended on all projects from July 4, 1836, to June 30, 

1916 i 

New work-$ 301 , 680. 73 

Maintenance-J_ 53, 454.41 


Total- 355,135.14 

Balance available for fiscal year ending June 30, 1917_ 6, 727. 86 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement__1_ 4,500.00 


CONTENTNIA CREEK, N. C. 

Location and description .—Contentnia Creek rises in Wilson 
County, N. C., flows in a general southeasterly direction and empties 
into Neuse River about 32 miles above Newbern, N. C. Its length 
is about 144 miles. 

Existing project .—The existing project was adopted by the river 
and harbor act of March 3,1881 (H. Doc. No. 85, 46th Cong., 3d sess., 
and Annual Report for 1881, p. 1010), and contemplated clearing the 
stream of obstructions so as to obtain from its mouth to Stantons- 
burg a depth of not less than 3 feet during the higher stages about 
nine months of the year, at a cost estimated in 1888 at $77,500. It 
was amended in 1894 to limit maintenance below Snow Hill and 
extended in 1899 to include maintenance to Stantonsburg. For map 
of this stream, see Annual Report for 1887, page 1014. 

Condition at end of fiscal year .—The project was completed in 
1896 for $13,105.44 less than the estimate of 1888. Since that time 
work has been confined to maintenance principally below Fools 
Bridge. A channel free from obstructions and 3 or 4 feet deep 
exists for from six to eight months during the year to Fools Bridge, 
42 miles. Above that point the stream is in poor condition. Ex¬ 
pended on present project to June 30, 1916: For improvement, 
$64,394.56, and for maintenance, $19,532.33; a total of $83,926.89. 

Effect of improvement .—The effect of the improvement has been 
to open up a more convenient and economical way to dispose of farm 
products and receive fertilizer, saving a long haul by wagon to and 
from the railroads. 

Proposed operations .—The funds available June 30, 1916, will be 
exhausted about March 30, 1917, by snagging with U. S. hoister 
Contentnia and hired labor during February and March, 1917. 


2 months, at $450_— $900. 00 

Superintendence, etc- 173.11 

Total_*- 1, 073.11 


It is proposed to apply the amount estimated for the year 1918 to 
maintenance of the natural channel by snagging with the hoister 
Contentnia and hired labor during the months of February and 


March, 1918, as follows: 

Operation of hoister Contentnia, 2 months, at $450- $900 

Superintendence and contingencies- 100 

Total---1,000 
















140 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics. —The commerce for the calendar year 1915 
amounted to 9,607 short tons, valued at $146,975, all of which passed 
over the improved sections of the stream. It consisted principally of 
cotton, cotton seed, fertilizer, and timber. All of the commerce was 
carried in steamers drawing from 3 to 4 feet, except timber,, which 
was rafted. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

8,684 

$196,320.00 
108,523.50 

1914 . . 

7,669 

1915 . . 

9,607 

146,975.00 



The increase in tonnage and value is due to the greater demand 
for timber at the close of the year and to the favorable stage of water 
for boating at the time the cotton crop was ready for shipment. 

Amount expended on all projects from Mar. 3. 1881, to June 30, 1916: 

New work_:__$64, 394. 56 

Maintenance_ 19, 532. 33 

Total_ 83, 926. 89 

July 1, 1916, balance unexpended__ 1, 073.11 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 1, 000. 00 

NEUSE AND TRENT RIVERS, N. C. 

(A) NEUSE RIVER. 

Location and description. —Neuse River is a tributary of Pamlico 
Sound. It rises in the northern part of North Carolina and flows 
in a southeasterly direction until it reaches Kinston; its direction 
then changes to the northeast until it reaches the mouth of Contentnia 
Creek, when it again changes to the southeast and continues so for 
20 miles past Newbern, when it again changes to the northeast and 
continues so until it flows into Pamlico Sound at its southern ex¬ 
tremity. Its total length is about 350 miles. 

Existing project. —The original project of 1871 (adopted by the 
river and harbor act of June 18, 1878), as extended in 1878-79 and 
1880 and continued to date, provides for an 8-foot navigation up to 
Newbern during the entire year, 4 feet to Kinston, and during nine 
months of the year 3 feet to Smithfield, by the removal of war ob¬ 
structions, dredging, jettying, and snagging, at a total estimated cost 
of $374,000; extended in 1902 (H. Doc. No. 317, 54th Cong., 2d sess.) 
to include dredging a channel 300 feet wide below Newbern and 200 
feet wide at Newbern to a depth of 8 feet at dead low water, at an 
estimated additional cost of $59,081.25. (Annual Report for 1897, 
p. 1427.) Since its adoption, this additional estimate has been re¬ 
duced to $24,000. Length of section included in the project, about 
160 miles. The stream is nontidal, variations in the water surface at 
and below Newbern, due to prevailing winds, seldom exceed 2 feet 
above or below mean stage. 

Condition at end of fiscal year. —The improvement above Newbern 
is completed to the practical limit of existing project. At dead low 




















RIVER AND HARBOR APPROPRIATION BILL. 


141 


water 8 feet can be carried to Newbern; at mean low water, 4 feet 
to Biddles Landing, 274 miles above; 2^ feet to the mouth of Con¬ 
tentnia Creek, 314 miles above Newbern; and 1 foot to Seven Springs, 
75 miles above Newbern, above which point the river is navigable 
only on freshet stages of 2 to 3 feet, which prevail from six to eight 
months during the year. The channel is 300 feet wide below New¬ 
bern, 200 feet wide at Newbern, and 50 feet wide above. Expended 
on present project to June 30, 1916: For new work, $369,399.45; for 
maintenance, $60,733.13; total, $430,132.58. 

Effect of improvement .—The effect of the improvement has been 
to reduce freight rates and to open up a more economical and con¬ 
venient way to ship farm products, fertilizer, etc. 

Proposed operations .—The funds available for the fiscal year 1917 
will be exhausted by about April 30, 1917. It is proposed to apply 
these funds as follows: 

Operation dredge Croat an, November and December, 1916, and Jan¬ 
uary, 1917, 3 months, at $3,000_$ 9 , 000. 00 

Operation hoister Contentnia, December, 1916, and April, 1917, 2 

months, at $500_ 1 , 000. 00 

Superintendence and contingencies_-_ ’ 143 . 36 

Total- 10,143.36 

It is proposed to apply the amount estimated for the year 1918 
to snagging above Newbern and dredging below Newbern, as follows: 

Operation hoister Contentnia , 3 months, at $500_$1,500 

Superintendence and contingencies_ 500 


Total-- 2, 000 . 

Commercial statistics .—The commerce for the calendar year 1915 
amounted to 429,590 short tons, valued at $6,240,511.35, "of which 
323,182 tons, valued at $5,016,227.60, passed over the improved sec¬ 
tions of the stream. It consisted principally of cotton, cotton seed, 
cement, coal, fertilizer, general merchandise, lumber, piles, railroad 
iron, and timber. , 

Of the commerce transported 292,018 tons of coal, cement, fer¬ 
tilizer, fertilizer material, lumber, and piles, valued at $3,350,679, 
were carried by barges and schooners drawing from 6 to 9 feet; 
44,674 tons of general merchandise, farm produce, etc., valued at 
$2,611,138.35, were carried by gas, sail, and steam boats drawing 
from 3 to 5 feet; 92,898 tons of timber, valued at $278,694, was rafted 
and carried in scows drawing from 4 to 7 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

443,957 

333,833 

429,590 

$7,023,987.00 
4,805,197.56 
6,240,511.3' 

1914. 

1915. 



The increase in tonnage and value was caused by the increase in 
barge traffic through the inland waterway, due to some extent to the 
scarcity of sailing vessels for handling this commerce by an all-ocean 
route, and to the greater demand and higher prices for lumber, to 
good crops and better business conditions. 



















142 


E1VER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from 1871 to June 30, 1916: 

New work__$369, 399. 45 

Maintenance_ 60,733.13 


Total_ 430,132. 58 

Balance available for fiscal year ending June 30, 1917_ 10,143.36 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 2, 000. 00 


(B) TRENT RIVER. 

Location and description .—The stream is formed by the junction 
of Beaver Dam and Tuckahoe Creeks, in Jones County, N. C. It 
flows for 80 miles (about 40 miles in an air line) in an easterly direc¬ 
tion through Jones and Craven Counties and at Newbern empties 
into the Neuse River, being its principal tributary. 

Existing project .—The existing project is to provide a channel 8 
feet deep at dead low water at Newbern, a channel 6 feet deep at dead 
low water over Foys Flats, and a channel 50 feet wide and 4 feet 
deep at low water to Trenton. The project for this section of the 
river at Newbern was adopted in 1902 (H. Doc. 121, 56th Cong., 
2d sess.), and provided for securing a channel 8 feet deep at dead 
low water from the harbor line to the channel at Newbern, at an 
estimated cost of $24,000. By joint resolution approved March 
4, 1907, authority was given to expend such portion of the appro¬ 
priation made in river and harbor act of March 2, as might be neces¬ 
sary for securing a channel 6 feet deep over Foys Flats, 4 miles 
above Newbern. The river and harbor act of June 25, 1910, au¬ 
thorized the dredging of a channel 4 feet deep from Newbern to 
Trenton and removing obstructions, stumps, and bank snags at an 
estimated cost of $15,000, with $2,000 annually for maintenance after 
completion. (H. Doc. No. 1471, 60th Cong., 2d sess.; no map.) 
The length of the section included in the project is 38 miles. 

Conditions at the end of fiscal year .—The project below Trenton 
was completed in September, 1914, and has ^resulted in increasing the 
depth from 3 to 4 feet at mean low water. While the width was in¬ 
creased from 40 to 50 feet, 4 feet can be carried at mean low water 
to Trenton, and 6 feet at dead low water (9.3 feet at mean low 
water) to Polloksville. Some deterioration has occurred in the 3 
miles below Trenton, so that the full project width is not now avail¬ 
able. Expended on the present project to June 30,1916, for improve¬ 
ment, $39,411.48; for maintenance, $2,203.87; total, $41,615.35. 

Effect of improvement .—The effect of the improvement has had a 
favorable effect on freight rates and affords a convenient and eco¬ 
nomical way for the handling of farm products, etc. It also affords 
transportation facilities to the town of Trenton, Tvhich has no other 
outlet except by wagon. 

Proposed operations .—The funds available June 30, 1916, will be 
exhausted about October 1, 1916. It is proposed to apply existing 
funds to the maintenance of the channel by snagging, as follows: 
Operation of I T . S. hoister Contentnia, July and August, 1916, 2 


months, at $500 per month_$ 1 ? 000. 00 

Superintendence and contingencies_ 124.26 

Total__ 124. 26 












RIVER AND HARBOR APPROPRIATION BILL. 


143 


It is proposed to apply the amount estimated for the year 1918 to 
maintenance of the channel by snagging and dredging, as follows: 

Operation of snag boat Contentnia, August and September, 1917, 2 


months, at $500_$1,000 

Operating dredge Croatan, June, 1818, 1 month_ 3.000 

Total-- 4, 000 


Commercial statistics .—The commerce for the calendar year 1915 
amounted to 183,611 short tons, valued at $3,578,289.70, all of which 
passed over the improved sections of the waterway. It consisted 
principally of cotton, cotton seed, general merchandise, lumber, and 
timber. Of the commerce transported. 76.321 tons of lumber, coal, 
gravel, and fertilizer, valued at $815,389,50, were carried in barges 
and schooners, drawing from 7 to 9 feet; 53,965 tons of general mer¬ 
chandise, farm and water products, valued at $2,602,925.20, were 
carried by sail, steam, and gasoline boats, drawing from 2 to 4 feet; 
53,325 tons of timber, valued at $159,975 were rafted. 

Comparative statement. 


— 

Calendar year. 

Short tons. 

Value. 

1913. 

179,772 
137,409 
183,611 

$4,345,258.60 

2, 731,447. 00 

3, 578,289. 70 

1914. 

1915. 



No new lines were established, the increase in tonnage and value 
being caused by the large demand and higher prices for lumber and 
timber, good cotton crop, and better business conditions for the 
greater part of the year. 


Amount expended on all projects from Mar. 3,1879, to June 30,1916: 

New work_$110, 316. 88 

Maintenance_ 29, 308. 86 


Total_..._ 139, 625. 74 


July 1, 1916, balance unexpended_ 1,124. 26 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 4, 000. 00 


INLAND WATERWAY FROM PAMLICO SOUND TO BEAUFORT INLET, N. C. 

Location and description .—This waterway connects Adams Creek 
(a tributary of Neuse River) with Core Creek (a tributary of New¬ 
port River). The length of the waterway from the 10-foot mean 
low-water contour in Adams Creek to the 10-foot mean low-water 
contour in Newport River is about 18 miles. 

Existing project .—The existing project under this title, adopted by 
the river and harbor act of March 2, 1907, contemplates securing by 
dredging a channel 10 feet deep at low water from Pamlico Sound to 
Beaufort Inlet, via Adams and Core Creeks, said channel to have a 
minimum bottom width of 90 feet through dry land? with side slopes 
of 1 to 2|, a minimum bottom width of 125 feet, with side slopes of 
1 to 3 through narrow parts of the creek and river portions, and a 
minimum bottom width of 250 feet, with side slopes of 1 to 3 in wide 






















144 


RIVER AND HARBOR APPROPRIATION BILL. 


parts of creeks and sounds, at an estimated cost of $550,000, includ¬ 
ing the construction of a highway bridge over the waterway. (See 
H. Doc. No. 84, 59th Cong., 2d sess., with map.) This waterway is 
also now included in the 12-foot project for “ Inland waterway from 
Norfolk, Va., to Beaufort Inlet, N. C.” (see p. 522 of this report). 
Range of tides: Lunar tide of 3.5 feet at Core Creek end, wind tide 
of 2.9 feet at Adams Creek end. 

Condition at end of fiscal year. —The project was completed in 
1911 for $47,921.37 less than the estimate, the result being a through 
waterway of 10 feet depth at mean low water where shallow creeks 
and dry land formerly existed. The project dimensions are avail¬ 
able at the close of the fiscal year, but past experience has shown 
the necessity for annual maintenance dredging at certain localities. 
Expended on project to June 30, 1916: For new work, $502,078.63; 
for maintenance, $25,099.24; total, $527,177.87. 

Effect of improvement. —The effect of the improvement has been 
to reduce freight rates. It has also caused the establishment of a 
regular barge line between Philadelphia, Pa., and Charleston, S. C., 
and a gas-boat line between Norfolk, Va., and Beaufort and More- 
head City., N. C., and several regular lines between Newbern and 
points south of the waterway. 

Proposed operations. —The funds available for the fiscal year 1917 
will be exhausted by June 30, 1917, as follows: 


Operation of dredge Croatan, Feb. 1 to Mar. 15, at $3,000_$4, 500. 00 

Operating Core Creek drawbridge 12 months, at $105_ 1, 260. 00 

Maintenance of drawbridge_ 740. 00 

Part payment equipment for dredge Croatan _ 2, 536. 46 


Total___ 9, 036. 46 


It is proposed to apply the estimate recommended for the year 
1918 to maintaining the channel by dredging, to dredging a new 
channel through the proposed new location of the Norfolk-Southern 
drawbridge near Morehead City, and to maintenance and operation 
of the drawbridge, all by United States plant and hired labor, as 
follows: 

Operation U. S. hydraulic dredge Croatan months, at $3,000 per 


month_$12, 600 

Operation Core Creek drawbridge 12 months, at $105_ 1, 260 

Maintenance of drawbridge_ 740 

Engineering and contingencies_ 400 


Total_ 15, 000 


The estimate for maintenance for the year 1918 is increased to 
provide funds to deepen the channel to the proposed new location 
of the Norfolk-Southern Railroad drawbridge in the trestle between 
Morehead City and Beaufort, N. C., as follows: 66,000 yards ma¬ 
terial dredged, at 10 cents, $6,600. 

Commercial statistics. —The commerce for the calendar year 1915 
amounted to 140,093 short tons, valued at $2,162,199.15, all of which 
passed over the improved sections of the waterway. It consisted 
principally of cement, coal, fertilizer, general merchandise, lumber, 
piling, and railroad iron. Of the commerce transported, 110,853 
tons of coal, cement, fertilizer material, gravel, lumber, piles, plas¬ 
ter, and railroad iron, valued at $973,681.40, were carried in barges 
















RIVER AND HARBOR APPROPRIATION BILL. 


145 


drawing from 8 to 9 feet; 132,811 tons of general merchandise, farm 
produce, etc., valued at $1,349,023.85, were carried by gas, sail, and 
steam boats drawing from 2 to 5 feet; 6,069 tons of timber, valued at 
$18,207, were carried on scows drawing from 4 to 7 feet. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

57,457 
41,617 
140,093 

$1,285,394.63 
1,055,078.56 
2,162,199.15 

1914. 

1915. 



No new lines were established during the year, but a transportation 
company doing a barge business between Philadelphia, Pa., and 
Charleston, S. C., greatly increased its service, which is responsible 
for the increase in tonnage and value over last year. 


Amount expended on all projects from Mar. 2, 1907, to June 30, 

1916: 

New work_$502, 078. 63 

Maintenance_ 25, 099. 24 


Total_ 527,177. 87 


Balance available for fiscal year ending June 30, 1917_ 9, 036. 46 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 15, 000. 00 


NORTHEAST AND BLACK RIVERS, N. C. 

(A) NORTHEAST RIVER, N. C. 

Location and description .—Northeast River rises in the northern 
part of Duplin County and flows 130 miles in a general southerly 
direction, emptying into the Cape Fear River at Wilmington, 30 
miles above its mouth. This stream has a drainage area of about 
1,600 square miles. It is partly tidal. The length of tidal reach, 
mouth to a short distance above Bannermans Bridge, about 50 miles. 

Existing project .—The original and existing project was adopted 
by the river and harbor act of September 19, 1890, and included the 
clearing of the natural channel for small steamers to Hallsville and 
for pole boats to Kornegays Bridge, total length 103 miles, at an 
estimated cost of $30,000. (H. Ex. Doc. No. 35, 51st Cong., 1st sess., 

with map, and Annual Report for 1890, p. 1181.) The project was 
completed in 1896; work since that date has been for maintenance 
only. There is a tidal range of about 2J feet at the mouth of this 
stream, which decreases to nothing a short distance above Banner- 
mans Bridge. The upper portion is subject to freshets of from 8 
to 12 feet. 

Condition at end of fiscal year .—The project was completed in 1896 
for $19,312.04 less than the estimate. The lower 56 miles is in fair 
condition, but there are some snags that should be removed. The 
upper 47 miles, over which navigation is not practicable at low stages, 
is badly in need of snagging. Expenditures on present project up 
H. Kept. 1289, 64-2-10 





















146 RIVER AND HARBOR APPROPRIATION BILL. 

to June 30, 1916, were for new work, $10,687.96; for maintenance, 
$29,265.06; total, $39,953.02. 

Effect of improvement.— The effect of the improvement has been 
to open up a more convenient and economical way to handle farm 
products, fertilizer, etc., and has been one cause of large lumber 
mills being established on the river. 

Proposed operations. —The funds available for the fiscal year 1917 
will be exhausted about March 1, 1917. It is proposed to apply the 
funds available to the operation of a Government hoister for six 
months, at $500 per month, in snagging for maintenance only, $3,000; 
superintendence, etc., $246.98; total, $3,246.98. 

It is proposed to apply the $3,000 estimated for the year 1917-18 
to the operation of a Government hoister for six months, at $500 
per month, in snagging for maintenance only, below Chinquapin. 

Commercial statistics. —The commerce for the calendar year 1915 
amounted to 69,116 short tons, valued at $1,263,962.10, of which 
42,073 tons, valued at $707,587.10, passed over the improved sections 
of the river. The commerce consisted principally of cotton, cotton 
seed, fertilizer, fertilizer material, general merchandise, and timber. 
About 26,000 tons of fertilizer material and phosphate rock, valued 
at $556,375, were carried by steamships drawing 16 feet and by 
schooners drawing 12 to 15 feet. The balance of the commerce was 
carried by small steamers drawing 3 to 4 feet and by lighters towed 
by gasoline boats. 

Comparative statement. 


Calendar year. 

Tonnage. 

Value. 

1913. 

123,170 
128,518 
68,116 

$1,848,558.60 
2,116,210.10 

1914. 

1915. 

1,263,962.10 



The decrease in tonnage and value is due principally to the falling 
off in shipments of fertilizer material and lumber. 

Amount expended on all projects from Sept. 19, 1890, to June 30, 


1916: 

New work_$10, 687. 96 

Maintenance_ 29, 265. 06 


Total_ 39, 953. 02 


Balance available for fiscal year ending June 30, 1917_ 3, 246. 98 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 3, 000. 00 


(b) black river, n. c. 

Location and description. —Black River rises in Sampson County, 
flows 175 miles in a general southeasterly direction, and empties into 
Cape Fear River 14 miles above Wilmington and 44 miles above the 
mouth. 

Existing project. —The original and existing project was adopted 
by the river and harbor act of August 5, 1886, and included clearing 
the natural channel and banks to Lisbon, and the cutting off of a few 
sharp points at bends, at an estimated cost of $10,000. (Annual Re¬ 
port for 1885, pp. 1145-1154.) It was amended in May, 1893, by 


















RIVER AND HARBOR APPROPRIATION BILL. 


147 


omitting that part of the river above Clear Run, and, as amended, 
was completed September 20, 1895. Additional work since that date 
has been for maintenance only. There is a tidal range of about 1J 
feet at the mouth, which decreases to nothing 30 miles above. The 
low-water stages prevail usually from May until August, inclusive; 
during the rest of the year the stage is about 5 to 8 feet higher, but 
the periods of high and low water are bv no means the same every 
year. 

Condition at end of fiscal year .—The project was completed in 
1895 and has been maintained since that time. The river is in good 
condition, the governing low-water depth being 5 feet to Point Cas¬ 
well, 2J feet to Hawes Narrows, 32 miles above the mouth, and 1^ 
feet to Clear Run. Expenditures on present project up to June 30, 
1916, were: For new work, $12,358.40; for maintenance, $22,767.18; 
total, $35,125.58. 

Effect of improvement. —The effect of the improvement has been 
to open up a more convenient and economical way to handle fer¬ 
tilizer, general merchandise, and farm products, and has been one 
cause of lumber mills being established along the river. 

Proposed operations. —The funds available for the fiscal year 1917 
will be exhausted about June 30, 1917. It is proposed to apply the 
funds available to the operation of a Government hoister for four 
months, at $500 per month, in snagging for maintenance only, $2,000; 
superintendence, etc., $325.77; total, $2,325.77. 

It is proposed to apply the $2,000 estimated for the year 1917-18 
to the operation of a Government hoister for four months, at $500 
per month, in snagging, for maintenance only. 

Commercial statistics. —The commerce for the calendar year 1915 
amounted to 22,534 short tons, valued at $312,255.70, all of which 
passed over the improved sections of the stream. It consisted prin¬ 
cipally of cotton seed, fertilizer, general merchandise, lumber, and 
timber. The limit of draft for loaded boats, 2 to 4 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . . 

16,047 
8,089 
18,746 

$376,983.00 
139,122.50 
399,143.40 


1915. 



The increase in tonnage was due to increased shipments of lumber 
and timber; the decrease in value was due principally to the de¬ 
crease in the shipment of basket bottoms. 


Amount expended on all projects from Aug. 5,1886, to June 30, 1916: 

New work_$12, 358. 40 

Maintenance_ 22, 767.18 


Total__ 35,125. 58 


Balance available for fiscal year ending June 30, 1917- 2,325. 77 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 2, 000. 00 


















148 


RIVER AND HARBOR APPROPRIATION BILL. 


NORTH HAST CAPE FEAR RIVER, X. C.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document No. 
1356, Sixtv-second Congress, third session: 

Northeast Cape Fear River lies in the drainage area of the Cape Fear River 
and rises in the northeast part of Duplin County and flows in a general south¬ 
erly direction a distance of 130 miles, emptying into the Cape Fear River at 
Wilmington. The projected depth is not in excess of the depth obtained in 
Cape Fear River. 

The existing project for its improvement provides for clearing the natural 
channel for small steamers to Hallsviile, 88 mfles above Wilmington, and for 
pole boats to Kornegays Bridge, a further distance of 15 miles. It appears that 
there is no urgent demand for greater navigation facilities throughout the 
stream, and the district officer is of opinion that no enlargement of this project 
would be justified by the benefits to be expected. The lower part of the river 
for a distance of about 1^ miles is included in the present project for improve¬ 
ment of Cape Fear River at and below Wilmington, which provides for a 
depth of 2G feet. Considerable interest has been manifested in securing an 
extension of deep water for a further distance of about miles. On this 
stretch are located several important fertilizer factories, having a combined 
commerce estimated at 113,700 tons, valued at $1,311,800. for the calendar year 
1912. Of the above, about 34,000 tons of phosphate rock now comes by rail, 
but the district officer states that a depth of 20 or 22 feet to these factories 
would enable them to receive this rock by water at a saving of about 30 
cents per ton, and also enable them to save the cost of transporting about 35 
per cent of other material from Wilmington to the factories by rail or lighters. 
The district officer submits an estimate of cost of a channel 150 feet wide and 
22 feet deep, in the sum of $50,750, and an estimate for a channel of similar 
width and 20 feet deep, in the sum of $37,000. He expresses the opinion that 
the present and prospective commerce justifies the improvement by the Gen¬ 
eral Government in accordance with the first plan. The division engineer be¬ 
lieves that if the improvement is undertaken, greater channel width should be 
given. 

These reports have been referred, as required by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to the board’s accom¬ 
panying report of January 13, 1913. The board states that the three fertilizer 
factories now have a considerable tonnage that would be affected by a more 
commodious channel, and that such a channel would result in a material saving 
in the handling of their heavier commodities. It appears that these concerns 
would be directly benefited, while the general public would be indirectly bene¬ 
fited by the work. After mature consideration the board reports that, in its 
opinion, it is advisable for the United States to undertake the construction of 
a channel 150 feet wide and 22 feet deep, as proposed by the district officer, pro¬ 
vided local or other interests will contribute one-half the cost of first construc¬ 
tion. 

I concur in general with the views of the Board of Engineers for Rivers and 
Harbors, and therefore, in carrying out the instructions of Congress, I report as 
follows: That the improvement by the United States of Northeast Cape Fear 
River, N. C., is deemed advisable so far as to secure an available channel depth 
of 22 feet and a‘ channel width of 150 feet, increased at entrances and on curves, 
from Hilton Railway bridge to a point 2| miles above same, following in general 
the methods described in the report of the district officer and under the condi¬ 
tions of local cooperation recommended by the Board of Engineers for Rivers 
and Harbors, at an estimated cost of $50,750 for first construction and $3,000 
annually for maintenance. 

NEWBEGUN CREEK, N. C.-NEW PROJECT. 

Abstract from the report of the Chief of Engineers, printed in 
Senate Document 24, Sixty-third Congress, first session: 

This creek is a tributary of Pasquotank River, into which it empties from the 
west about 5 miles above the mouth of the river in Albemarle Sound. The mouth 
of the creek is obstructed by a bar on which the depth is about 4 feet. The dis¬ 
trict officer reports that back from the immediate banks the land is exceedingly 


RIVER AND HARBOR APPROPRIATION BILL. 


149 


fertile, the principal produce being truck, which requires quick transportation 
to market and for which rail transportation*is not sufficiently near at hand. 
To provide suitable facilities for navigation, the district officer submits a plan 
covering the dredging of a channel across the bar, via the southern route, having 
a depth of 5 feet at the mean stage and a bottom width of 40 feet, the cost of 
which is estimated at $5,000. For reasons stated he expresses the opinion that 
this improvement is worthy of being undertaken by the United States, and in 
this view the division engineer concurs. 

I concur in general with the views of the district officer, the division engineer, 
and the Board of Engineers for Rivers and Harbors, and therefore, in carrying 
out the instructions of Congress, I report as follows: That the improvement by 
the United States of Newbegun Creek, N. C., is deemed advisable so far as to 
secure an available channel depth of 5 feet and a channel width of 40 feet, 
increased at entrances and on curves, following in general the methods de¬ 
scribed in the report of the district officer, at an estimated cost of $5,000 for 
first construction and not exceeding $1,000 every four years for maintenance. 

Commerce, 5,000 tons annually, valued at $300,000. 

CAPE FEAR RIVER, N. C., AT AND BELOW WILMINGTON. 

Location and description. —Cape Fear River is formed by the con¬ 
fluence at Haywood, N. C., in Chatham County, of the Deep and 
Haw Rivers. It flows in a southeasterly direction and empties into 
the Atlantic Ocean at Cape Fear, near the southern extremity of the 
State. Its total length is about 400 miles., The improvement of 
the river is divided into two parts—the section above Wilmington 
and the section at and below Wilmington. The stream is tidal and 
has a drainage area of about 350 square miles. This does not in¬ 
clude the drainage area of Cape Fear River above Wilmington, 7,167 
square miles, or of Northeast River, 1,600 square miles. The average 
discharge at ebb tide is about 160,000 cubic feet per second. 

Existing project. —The existing project, which was adopted by 
the river and harbor act of July 25, 1912, provides for a channel hav¬ 
ing a uniform depth of 26 feet at mean low water, 300 feet wide in 
the river, and 400 feet wide on the ocean bar, at an estimated cost of 
$572,940, and $80,000 annually for maintenance, which includes the 
maintenance of New Inlet and Swash Defense Dams built under 
previous projects. (H. Doc. No. 287, 62d Cong., 2d sess., with map.) 
Average rise of tide is 4.5 feet at the ocean bar, 3.5 feet at Keg 
Island, and 2.5 feet at Wilmington. The length of the section of 
the improvement under this appropriation is about 30 miles. 

Condition at the end of the fiscal year. —A channel of uniform 
depth of 26 feet at mean low water has been dredged, with a width 
of 280 to 400 feet on the ocean bar and 150 to 300 feet in the river 
channels to Wilmington. The present project is about 83 per cent 
completed. A 26-foot channel exists on the ocean bar from 280 to 
400 feet wide. The anchorage basin at Wilmington has been dredged 
to 26 feet depth, and the channels at Lilliput, Old Brunswick Cove, 
and Midnight Shoals, and the lower reach of Snows Marsh Shoal 
redredged to project depth. A mean low-water depth of 26 feet 
exists from Wilmington to the ocean, excepting in the upper reach 
of Snows Marsh Channel, where it has shoaled to about 23 feet. 
Dams have been built across the mouth of the river, known as New 
Inlet, and across the breach from the river to the ocean between 
Smiths and Zekes Islands, these dams being knoAvn as the New Inlet 
Dam, completed in 1881, and the Swash Defense Dam, completed in 


150 


RIVER AND HARBOR APPROPRIATION BILL. 


1888, respectively. New Inlet and Swash Defense Dams are in 
good condition. About 17 per cent of the present project remains to 
be completed, and consists entirely of dredging. For expenditures 
on present project up to June 30, 1916, for new work, $460,976.42; 
for maintenance, $435,000; total, $895,976.42. 

Effect of improvement .—Vessels coming to Wilmington are much 
larger than formerly, the average tonnage in 1886 being 421, while 
in 1915 the average was 1,462. The increase in tonnage has caused a 
corresponding decrease in freight rates. 

Proposed operations .—The funds available for the fiscal year 1917 
will be exhausted by about March 1, 1917. It is proposed to apply 
about $80,000 of the amount to the maintenance of the dredged 
channels as provided for in the project and the balance to widening 
and deepening the present dredged channels to project width and 
depth. It is proposed to do the work by hired labor and Govern¬ 
ment plant, and the following estimate is submitted: 


Operating and repairs: 

Pipe-line dredge Henry Bacon, 8 months, at $8,000_$64, 000. 00 

Seagoing dredge Cape Fear, 8 months, at $4,000_ 32, 000. 00 

Clamshell dredge Hercules, 5 months, at $3,000_ 15, 000. 00 

Borrowed seagoing dredge, 5 months, at $5,000___ 25, 000. 00 

Engineering and contingencies_ 16, 524. 36 


Total_ 152,524.36 


It is proposed to apply $80,000 of the $115,000 estimated for the 
fiscal ye&r 1917-18 to maintaining the ocean-bar channel and river 
channels up to Wilmington and the remaining $35,000 to completing 
the project. It is proposed to expend about $40,000 for dredging 
on the ocean bar, $60,000 for dredging in the river channels, and 
about $15,000 for engineering and contingencies. 

It is proposed to do the work by hired labor and Government 
plant, and the following estimate is submitted: 


Operating and repairs : 

Pipe-line dredge Henry Bacon, 6 months, at $8,000_$48, 000 

Seagoing dredge Cape Fear, 10 months, at $4,000___ 40, 000 

Clamshell dredge Hercules, 4 months, at $3,000_ 12, 000 

Engineering and contingencies_ 15,000 


Total_115,000 


Commercial statistics .—The commerce for the calendar year 1915 
amounted to 709,570 short tons, valued at $46,608,404.54, all of which 
passed over the improved sections of the stream. It consisted princi-* 
pally of cotton, cotton seed, cottonseed-oil cake, coal, fertilizer, ferti¬ 
lizer material, fish oil, general merchandise, lumber, and timber. 

The foreign commerce, amounting to 150,148 tons of cotton, cotton¬ 
seed-oil cake, fertilizer material, molasses, pig iron, and miscellaneous 
merchandise, valued at $40,130,762, was carried by steamers drawing 
from 15 feet 7 inches to 22 feet and by schooners drawing from 12 
to 15 feet. Coastwise commerce was carried as follows: 296,476 tons, 
valued at $21,645,300.34, of bagging, cotton, general merchandise, 
lumber, etc., by steamers drawing from 14 to 20 feet; 16,574 tons, 
valued at $117,110.50, of lumber, coal, cement, salt, etc., by schooners 
drawing from 12 to 20 feet; 44,013 tons, valued at $1,161,769.30, of 
gasoline and kerosene, by barges drawing from 19 to 23 feet; 17,534 
tons of phosphate rock, valued at $87,670, by barges drawing 10 feet; 
















RIVER AND HARBOR APPROPRIATION BILL. 


151 


9,044 tons, valued at $604,175.80, of general merchandise, farm prod¬ 
uce, etc., by schooners drawing from 3 to 6 feet. The internal com¬ 
merce and commerce passing over Wilmington Harbor—129,395 tons, 
valued at $2,748,458.60, consisting of general merchandise, farm prod¬ 
uce, naval stores, lumber, etc.—were carried by steamers, gasoline 
boats, and flats drawing from 2 to 6 feet; 46,386 tons of timber, 
valued at $139,158, were rafted. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

773,610 

792,304 

709,570 

$46,736,713.06 
28,682,163.25 
46,608,404.54 

1914. 

1915. 



The decrease in tonnage was on account of the small shipments of 
fertilizer material, due to the European war; the increase in value 
was on account of larger foreign cotton shipments and the establish¬ 
ment of a new steamer line between Wilmington and northern 
points. 

Amount expended on all projects from Mar. 2, 1829,-to June 30, 


1916: 

New work_$5, 086, 591. 09 

Maintenance_'_ 1, 037, 614. 25 


Total_ 6,124, 205. 34 


Balance available for fiscal year ending June 30, 1917_ 152, 524. 36 

Amount (estimated) required to be appropriated for completion 

of existing project_ • 35, 000. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918: 

For works of improvement_ 35, 000. 00 

For maintenance of improvement- 80, 000. 00 


Total_ 115, 000. 00 


WINTAH BAY, S. C. 

Location and description .—Winyah Bay lies on the coast of South 
Carolina, 50 miles northeast of Charleston Harbor and 90 miles 
southwest of the entrance to Cape Fear River, N. C. Its breadth is 
small, being generally about 1^ miles, though at one place it attains 
a width of 4 miles. Its area is about 25 square miles, much of which 
is very shallow. This bay receives the waters of the Waccamaw, 
Great Peedee, and Sampit River systems. The city of Georgetown 
is located on the Sampit River, near the head of the bay, 13 miles 
in a northerly direction from the entrance bar. 

Existing project .—Subsequent to the time covered by previous 
projects referred to in the preceding paragraph Congress authorized 
an enlargement of the channel in the Sampit River, opposite the city 
of Georgetown, and thence a new channel, to be secured by dredg¬ 
ing and training walls, along the western shore of Winyah Bay in 
lieu of the 15-foot channel which traversed the central portion of the 
bay. Other features of previous projects were not changed. An- 

























152 


RIVER AND HARBOR APPROPRIATION BILL. 


cordingly the existing project in its entirety as adopted by the river 
and harbor act approved June 25, 1910, and including certain essen¬ 
tial features of earlier improvements, provides for a channel 400 feet 
wide and 18 feet deep at mean low water from a point on the Sampit 
River 1 mile above the limits of the city of Georgetown to the en¬ 
trance of Winyah Bay, following the western shore of the bay as 
far as may be necessary. (H. Doc. No. 398, 58th Cong., 2d sess., and 
Annual Report for 1904, p. 1591.) This channel is to be secured and 
maintained (a) by dredging in Sampit River opposite the city of 
Georgetown and across the bar at the mouth of the river in Winyah 
Bay; (b) by dredging in Winyah Bay, following the western shore 
for a distance of about 6 miles; (c) the construction of training walls 
at the head and foot of this dredged cut; (d) by dredging across the 
bar to the 18-foot curve at the entrance to the bay; ( e ) by the con¬ 
struction of two jetties springing, respectively, from North and 
South Islands and converging to give an opening 4,000 feet wide at 
the 18-foot curve on the seaward side of the bar; and, finally, (/) the 
construction of an earthen dike 14,300 feet long to protect the shore 
line of South Island at the southerly side of the bay. The tidal range 
on the bar entrance within the harbor is 3J feet. For map, see An¬ 
nual Report for 1915, page 2394. The estimated cost for the existing 
project, exclusive of expenditures reported in foregoing paragraph 
on “ Previous projects,” was $650,000. No estimate for maintenance 
was submitted. 

Condition at the end of fiscal year .—Two jetties springing, re¬ 
spectively, from North and South Islands, at the mouth of the bay, 
were completed in 1903-4. These have an aggregate length of 32,190 
feet, with a maximum crest height of 10 feet above mean low water, 
although portions at the outer ends are submerged at all times. Dikes 
of various forms have been built to protect the South Island beach 
and the shore end of the South Jetty. A seagoing suction dredge, 
the Winyah Bay , was completed in 1898. A channel 18 feet deep 
has been secured and fairly well maintained from a point on the 
Sampit River, 1 mile above the city of Georgetown, along the western 
shore of Winyah Bay to deep water at the mouth of the jetties. At 
the end of the year there was available in the western channel a 
16-foot depth 400 feet wide, or a 17-foot depth with a least width of 
200 feet. Shoaling has occurred in the four months during which 
the plant has been laid up, and to restore the channel to full depth 
and width will require the removal of about 244,000 cubic yards, 
place measurement. In the Sampit River there was available at the 
end of the year a channel 18 feet deep and 400 feet wide, except near 
the mouth, where the least width was about 175 feet. To secure full 
project dimensions will require the removal of 56,000 cubic yards. 
The dredging work on this project is about 97 per cent complete, 
exclusive of maintenance. No work has been done on the training 
walls contemplated by the project. The total expenditures under the 
existing project up to the end of the fiscal year were $483,288.63 for 
new work and $128,559.07 for maintenance, a total of $611,847.70. 

Effect of improvement .—This improvement has had the effect of 
allowing vessels using this port to carry larger cargoes by increasing 
their draft; vessels drawing 17 feet have used the channel at nearly 
low water, and the operation of ocean-going steamers and sailing 
vessels appear to secure Georgetown the usual port differentials which 


RIVER AND HARBOR APPROPRIATION BILL. 


153 


are designed to meet water competition, this particularly on through 
freight from and to New York and Baltimore. The precise percent¬ 
age of reduction of rates does not appear to be susceptible of deter¬ 
mination. 

Proposed operations .—It is proposed to maintain the western and 
jetty channels to their full width and depth, and to continue opera¬ 
tions in Sampit River in the removal of rock to complete the channel 
included between the harbor lines to a depth of 18 feet. The work 
will consist of dredging with Government plant and hired labor. 
A special study of conditions will be made with a view to determin¬ 
ing the. location and dimensions of the training walls included in 
the project, and work will be begun. 

The funds available June 30, 1916, augmented by $100,000 carried 
by the river and harbor act of July 27, 1916, will be exhausted by 
June 30, 1917. 

In the fiscal year ending June 30, 1918, the funds furnished under 
estimate below will be expended in maintenance of channel dimen¬ 
sions, utilizing Government plant and hired labor. Work will be 
continued on the training walls. 

The amount that can profitably be expended in the fiscal year 1918 
for new work and maintenance, is $150,000. 


Operations of dredge Winy ah Bay (maintenance)_$80,000 

Operations of dredge Cheraw (maintenance)_ 10,000 

Maintenance of plant_____ 10, 000 

Engineering and contingencies__ 15, 000 

Construction of training walls_ 85,000 


Total_-_ 150, 000 


Commercial statistics .—The principal articles of commerce during 
the current year were lumber, timber products, cotton, provisions, 
and general merchandise. There has been little change in the nature 
of the commerce during the past year. Outward freights increased 
in tonnage and value, due to increased activity in the lumber and 
cotton business. Freight rates on lumber and crossties advanced 
about 20 per cent during the year, a fact ascribed to conditions 
induced by the European war. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

211,055 
175,283 
183,746 

$4,849,083 
4,146,954 
4,900,821 





Amount expended on all projects from Aug. 2, 1882, to June 30, 


1916: 

New work-.-$2, 881, 640. 51 

Maintenance_:--- 252, 517. 71 


Total_— 3,134,158. 22 


Balance available for fiscal year ending June 30, 1917- 107, 374. 23 

Amount (estimated) required to be appropriated for completion 

of existing project--- 121, 559. 07 




























154 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount that can be profitably expended in fiscal year ending 


June 30, 1918: 

For works of improvement_ 85, 000. 00 

For maintenance of improvement___ 65,000. 00 


Total_ 150, 000. 00 


CHARLESTON HARBOR, S. C. (INCLUDING ASHLEY RIVER). 

(A) CHARLESTON HARBOR. 

Location and description. —This harbor is on the coast of South 
Carolina, about 15 miles southerly of the middle point of the coast 
line, 50 miles southwest of Winyah Bay, S. C., and 80 miles north¬ 
east of the mouth of the Savannah River. It is formed by a bay at 
the mouth of the Ashley and Cooper Rivers and is practically land¬ 
locked by outlying seacoast islands and portions of the mainland. 
The city of Charleston lies on a point of land between the Cooper 
and Ashley Rivers, TJ miles from the ocean bar. The total area of 
the harbor from the northern limits of the city to the gorge between 
Forts Sumter and Moultrie is about 6 square miles. 

Existing project. —Subsequent to the completion of the work on 
previous projects Congress authorized the enlargement of the en¬ 
trance channel by dredging to a width of 1,000 feet seaward of the 
jetties and to a depth of 28 feet throughout, as against the previous 
width and depth of 600 feet and 26 feet, respectively. Other features 
of previous projects were not changed, and accordingly the existing 
project in its entirety, as adopted by the river and harbor act of June 
25, 1910, and including certain portions of previous projects, pro¬ 
vides for establishing and maintaining, by means of two jetties and 
auxiliary dredging, an entrance channel of 28 feet deep at mean low 
water. 1,000 feet wide beyond the jetties, and 500 feet wide between 
them. 

The jetties were completed in 1895, the height being 12 feet above 
low water for the greater part of their length. The north jetty is 
15,443 feet long and the south jetty 19,104 feet; the width between 
the outer ends is 2,900 feet. The tidal range is 5.2 feet. The esti¬ 
mated cost for the existing project, exclusive of expenditures reported 
in the previous paragraph on “ Previous projects,” was $371,616, with 
annual maintenance of about $40,000. This estimate was subse¬ 
quently increased by $75,000, making the total estimate of cost as 
revised $446,616. For map see page —. 

Condition at the end of fiscal year. —The jetties protecting the 
ocean entrance channel through the bar had been completed prior to 
the adoption of the present project, and a channel 28 feet deep at 
mean low water, 800 feet wide beyond the jetties, and 500 feet wide 
between them had been secured by dredging. Twenty-eight feet 
draft can now be carried at mean low water from wharves on the 
Cooper River below Drum Island to the sea. The proportion of the 
approved project accomplished up to June 30, 1916, is about 95 per 
cent. The total expenditures under the existing project were $390,- 
887.38 for new work and $26,483.89 for maintenance, a total of 
$417,371.27. 

Effect of improvement. —The improvement has slightly influenced 
the rates of marine insurance; otherwise it has had no effect on 








RIVER AND HARBOR APPROPRIATION BILL. 


155 


freight rates. It has, however, greatly facilitated vessel movement, 
and the tendency is toward increased traffic, especially since the 
opening of the Panama Canal. 

Proposed operations .—It is proposed to complete the project by 
dredging to the required width, the work to be carried on by hired 
labor, w r ith Government plant, operating the U. S. dredge Sumter 
for about 12 months. It is expected that funds available June 30, 
1916, augmented by $70,000 carried in the river and harbor act of 
July 27, 1916, will be exhausted by July 1, 1917. 

During the fiscal year 1918 it is proposed to maintain the channel 
to full depth and Avidth, as specified in the existing project. Work 
will be dredging, and will be done with Government plant and hired 
labor, operating the U. S. seagoing hopper dredge Sumter. 

The amount estimated as a profitable expenditure in the fiscal year 
ending June 30, 1918, is $40,000, all for maintenance. 


Operating U. S. dredge Sumter, 6 months_$36, 000 

Engineering contingencies_ 4, 000 

Total_ 40, 000 


Commercial statistics .— The principal articles of commerce during 
the current year Avere cotton, cotton goods, fertilizer materials, pro- 
A T isions, general merchandise, etc. Due to the European war the 
amount and value of commerce reported for the year Avas below 
normal, the import of fertilizer materials being nominal only. The 
value of cotton and cotton goods exported shoAved an increase of 44 
per cent 0A T er that of the preceding year (1914), but was considerably 
below the aA T erage exported under ordinary peace conditions. Ferti¬ 
lizers and cotton are usually the tAvo principal items in the business 
of the port. The export of coal Avas begun, but the growth of this 
business was hampered by the scarcity of bottoms. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

1,043,058 
919,184 
920,802 

$79,225,772 
46,800,741 
57,394,658 

1914.. 

1915 . 



Note.— The figures for 1915 cover all freight received and dispatched at the port, and include 155,904 
tons, valued at 82,896,487, carried by small boats plying on inland waters between Charleston and near-by 
villages and plantations. In addition, 1,393,448 tons, valued at $165,487,156, consigned to ports beyond, 
crossed the entrance bar in and out, bringing the grand total of all commerce using this harbor up to 
2,314,250 tons, with a value of $222,881,814. 

. Amount expended on all projects from Aug. 30, 1852, to June 30, 


1916: 

New work_$5,172, 650. 57 

Maintenance_,_ 68, 427. 26 


Total_:_ 5, 241, 077. 83 


Balance available for fiscal year ending June 30, 1917- 75, 917. 51 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 40, 000. 00 


(B) ASHLEY RIVER, S. C. 

Location and description .—This river rises near Summerville, 
S. C., and flows in a southeasterly direction about 40 miles through 























156 


RIVER AND HARBOR APPROPRIATION BILL. 


Dorchester County, uniting with the Cooper River to form the har¬ 
bor at Charleston, S. C. The stretch to the Standard Wharf, 7J miles 
above the confluence of the Ashley and Cooper Rivers, is the portion 
embraced in the project. It is virtually a portion of the Charleston 
Harbor. The river has a drainage area of about 320 square miles. 

Existing project .—The existing project, which was adopted by the 
river and harbor act approved July 25, 1912, provides for a channel 
20 feet deep at mean low water and 240 feet wide up to the Standard 
Wharf, about 7J miles, at an estimated cost of $51,150. No estimate 
was submitted for maintenance. (R. and H. Com. Doc. No. 4, 62d 
Cong., 2d sess., without maps.) The tidal range is about 5 feet. 

Condition at the end of fiscal year .—According to latest available 
survey there is a channel 20 feet deep and 240 feet wide from the 
mouth of the river up to the Standard Wharf, giving an increase of 
14 feet over the original depth. This channel has been secured and 
maintained by dredging and will require redredging from time to 
time. Total expenditures under the existing project amounted to 
$51,150 for new work, and $14,475.28 for maintenance, a total of 
$65,625.28. 

Effect of improvement .—No effect on freight rates. The improve¬ 
ment has greatly facilitated vessel .movement. 

Proposed operations .—It is proposed to maintain the river in a 
navigable condition; the work will consist of dredging, and will be 
for maintenance. The necessary dredging will be done under con¬ 
tract. It is expected that funds available June 30, 1916, augmented 
by $10,000 carried in the river and harbor act of July 27, 1916, will 
be exhausted by March 1, 1917. 

For the fiscal year 1918 it is proposed to maintain the river by 
means of dredging, and all work will be done under contract. 

The amount estimated as a profitable expenditure in the fiscal year 
ending June 30, 1918, is $10,000 for maintenance. 

Commercial statistics .—Included in statistics for Charleston Har¬ 
bor, S. C. 

Amount expended on all projects from June 14, 1880, to June 30, 


1916: 

New work-----$56,650.00 

Maintenance_ 14 } 475 . 28 


Total- 71,125. 28 


Balance available for fiscal year ending June 30, 1917_ 10, 449 . 40 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 10 , 000. 00 


CONSOLIDATED. 


Amount expended on all projects from August 30, 1852, to June 
30, 1916: 

New work_ 

Maintenance_ 


$5, 233, 450. 57 
82, 902. 54 


Total___ 

Balance available for fiscal year ending June 30, 1917_ 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 


5, 316, 353.11 
86 , 366. 91 
50, 000. 00 

















RIVER AND HARBOR APPROPRIATION BILL. 


157 


CHARLESTON HARBOR, S. C.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 288, 
Sixty-second Congress, second session: 

Charleston Harbor is now being improved by the General Government under a 
project which provides for an entrance channel 28 feet deep at mean low water, 
500 feet wide between the jetties and 1,000 feet wide beyond. Work thereunder 
is well advanced, the unappropriated balance necessary to complete being 
$121,616. To deepen the channel to 30 feet at mean low water is estimated to 
cost an additional sum of $140,000. 

The officer temporarily in charge of this work, in report dated May 15, 1911, 
herewith, recommends that the existing project be first carried to completion 
and its effect noted before entering upon any larger project. He suggests, how¬ 
ever, that in appropriating the remainder of the estimate for completing the 28- 
foot project, authority be granted to make the channel over the whole or any part 
of its authorized width as much greater than 28 feet as the amount available 
will allow, being of opinion that this will secure a 30-foot channel across the 
bar, though possibly of less width than contemplated in the existing project. 

The Board of Engineers for Rivers and Harbors has visited the locality, made 
an inspection of the city and of the harbor throughout its length, and held a 
largely attended public hearing at which much information was presented orally 
and in writing. At this meeting local interests laid particular stress upon the 
advantages of Charleston Harbor as a harbor of refuge ,and upon the need of the 
additional depth desired to meet the rapidly increasing draft of vessels. It was 
also developed at the hearing that steps have been taken toward providing 
improved terminal facilities which it appears will remove the handicap in this 
regard referred to by the district officer in his report on preliminary exami¬ 
nation. 

After carefully considering the subject, the board concludes that while the 
present and immediately prospective commerce is not sufficient in itself to war¬ 
rant the increase in depth specified by the act, there is some need for additional 
depth for commercial purposes which, coupled with the advantages that would 
accrue to general shipping by having a safe and commodious harbor of refuge, 
is believed to be sufficient to warrant the additional expenditure of $140,000 to 
secure a 30-foot depth. The board believes, however, that cooperation on the 
part of the locality by the provision of suitable terminal facilities should be 
assured. 

I concur in general with the views of the district officer and the Board of 
Engineers for Rivers and Harbors, and therefore, in carrying out the instruc¬ 
tions of Congress, I report as follows: That the further improvement by the 
United States of Charleston Harbor, S. C., is deemed advisable so far as to 
secure an available harbor depth of 30 feet, following in general the methods 
described in the report of the district officer, at an estimated cost of $140,000 
and $40,000 annually for maintenance, subject to the condition that local authori¬ 
ties furnish evidence satisfactory to the Secretary of War that they will provide 
terminal facilities commensurate with the needs of the port. 

GREAT PEEDEE RIVER, S. C. 

Location and description .—This river is a continuation of the 
stream called the Yadkin River, which rises in the mountains in the 
northwestern part of North Carolina and flows in a general south¬ 
easterly direction into Winyah Bay. The total length of the stream 
from source to mouth exceeds 425 miles. The Peedee (or Great 
Peedee) is the name applied to that part of the river, about 234 miles, 
lying below the mouth of the Uwharie River in North Carolina (near 
Moratock, Montgomery County). The portion of the river below 
Cheraw, 167 miles, is embraced in the project. 

Existing project .—The existing project provides for a thoroughly 
cleared 9-foot navigation for 52 miles up to Smiths Mills and thence 
a 3J-foot navigation to Cheraw at all stages of water. This project 
originally contained no estimate of cost. In 1886 it was estimated 
that $70,000 in addition to $47,000 previously appropriated would 


158 


RIVER AND HARBOR APPROPRIATION BILL. 


complete the improvement, and that $5,000 a year would be required 
for maintenance. 

Up to 1902 improvement had been confined to that part of the river 
below the bridge of the Atlantic Coast Line Railroad at Peedee, 
Marion County. The river and harbor act for that year required 
that improvement should begin on the upper river (the 64 miles be¬ 
tween Cheraw and the bridge named) in conformity with the original 
project, at an ultimate cost not to exceed $118,300. The report on 
which this was based contemplated $4,000 for annual maintenance. 

Condition at the end of fiscal year. —The work of improvement 
has consisted in snagging and dredging w T ith Government plant and 
hired labor. The river was formerly cleared of snags from its mouth 
to the Atlantic Coast Line Railway bridge (103 miles). From that 
bridge to Cheraw (64 miles) a 3J-foot channel was secured. But as 
there has been no navigation in recent years on the upper river above 
Caines Landing, 86 miles from Winyah Bay, no improvement work 
has been done and that section of the river is now greatly obstructed. 
From Caines Landing to the mouth the river is in a fair condition, 
and 3-feet draft can be carried to that landing, while 9 feet can be 
carried to Smiths Mills, 52 miles from the mouth of the river. As 
the project is for snagging, work will be more or less continuous, 
and accordingly it is impracticable to state the percentage of com¬ 
pletion. There has been no material change in the original depths. 
The total amount expended up to June 30, 1916, was $183,712.41 
for new work and $151,966.62 for maintenance, a total of $335,679.03. 

Effect of improvement. —The improvement formerly enabled 
steamers to carry freights to points which could not be reached by 
rail. A railroad, recently built, connecting with the road to George¬ 
town and crossing the river at Allisons has caused a marked falling 
off in river business, although the rates are higher than the river 
rates. 

Proposed operations. —It is proposed to maintain the river in a 
navigable condition up to Caines Landing, which is as far as the 
river is commercially used. Necessary snagging will be done with 
Government plant and hired labor, operating one snag boat for about 
four months. It is expected that the funds available June 30, 1916, 
augmented by $5,000 carried by the river and harbor act of July 27, 
1916, will be exhausted by March 1, 1917. 

In the fiscal year 1918 it is proposed to maintain the channel to 
Caines Landing by operating one United States snag boat for about 
four months. The amount estimated as a profitable expenditure in 
the fiscal year ending June 30, 1918, is $5,000. 

Commercial statistics. —The general character of the commerce for 
the current year consisted of cotton, fertilizers, timber and its prod¬ 
ucts, provisions, etc. There was little change in the nature of the 
commerce during the year and no change in freight rates. Tonnage 
and value both show a decrease due to improved railroad facilities. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

13,945 
17,461 
15,758 

$804,529 

.587,673 

446,956 

1914. 

1915. 













RIVER AND HARBOR APPROPRIATION BILL. 159 

Amount expended on all projects from June 14, 1880, to June 30, 

1916: 

New work-$183, 712. 41 

Maintenance- 151 , 966. 62 

Total-•_ 335 , 679. 03 

Balance available for fiscal year ending June 30, 1917_ 5, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 5, 000. 00 


CONGAREE RIVER, S. C. 

Location and description. —This river is formed by the confluence 
of the Broad and Saluda Rivers, 1 mile above Columbia, S. C. It 
flows southeasterly about 52 miles till it unites with the Wateree 
River to form the Santee River. The stretch from Columbia to the 
mouth, a distance of 51 miles, is embraced in the project. 

Existing project. —The existing project, which was adopted by the 
river and harbor act approved August 5, 1886, provides for a thor¬ 
oughly cleared 4-foot navigation over the lower ,49 miles at all stages, 
and a cleared channel 100 feet wide through the shoals above. (H. 
Ex. Doc. No. 254, 48th Cong., 2d sess., and Annual Report for 1885, 
p. 1140.) The cost was estimated at $54,500. The river and harbor 
act approved March 3,1899, authorized the construction of a lock and 
dam to extend deep water to Gervais Street Bridge, Columbia. (H. 
Doc. No. 66, 53d Cong., 2d sess., and Annual Report for 1896, p. 1183.) 
The cost was estimated at $250,000. The river and harbor act ap¬ 
proved June 25 1910, provided for raising the dam 2 feet. (H. Doc. 
No. 608, 61st Cong., 2d sess.) The cost was estimated at $56,000. 
Data concerning the lock and dam are as follows: 

Location, 2 miles below Gervais Street, Columbia, S. C., 49 miles above mouth 
of river. 


Lock dimensions: Feet - 

Length between miter sills_ 170 

Clear width_ 55 

Lift_ 10 

Depth on miter sills at low water_ 6 

Character of foundation, ledge granite. 

Kind of dam, movable. Chanoine wickets. 

Cost to date: 

Original structure___$225, 000 

Alterations_ 56, 000 


Total_ 281, 000 


The usual variation in water surface at a point 2 miles above the 
mouth is about 24 feet and at Columbia 33 feet. The plane of refer¬ 
ence is ordinary low water. For outline map see Annual Report for 
1889, page 1194. 

Condition at the end of fiscal year. m —A channel suitable for 4-foot 
navigation at all but extreme low-water stages has been secured by 
snagging and dredging. A lock and dam were completed in 1904, 
but the dam, having been destroyed by a flood in 1908, was rebuilt 
and raised 2 feet at the same time. Necessary alterations were also 
made in the lock. A 12-inch pipe-line dredge, the Congaree , has 
been built for dredging shoals in the river. The river is navigable 
to the foot of Senate Street, in Columbia, S. C. Expenditures have 


















160 


RIVER AND HARBOR APPROPRIATION BILL. 


not resulted in a permanent increase of depth below the dam, and 
dredging and snagging must be continued indefinitely in order to 
maintain the channel. The total expenditures on the existing, which 
is also the original, project were $363,674.95 for new work and $262,- 
443.02 for maintenance, a total of $626,117.97. 

Effect of improvement .—No actual change in railroad freight 
rates has been made by the railroads themselves in order to meet 
competition. Complaints made by Columbia merchants of discrimi¬ 
nation against Columbia in favor of Augusta have caused the Com¬ 
merce Commission to order reduction in certain rates, thus giving 
Columbia the same advantage because of water transportation that 
had been given to Augusta, Ga., for the same reason. The low-water 
rate causes a much larger shipment than would otherwise come, 
since the rate enables Columbia to be a distributing point. The 
actual saving in freight rates on shipments made by all-water routes 
to Columbia from Boston, New York, and Baltimore averages from 
24 to 27 per cent as compared with shipments made by water and rail 
between the same points. 

Proposed operations .—It is proposed to maintain the river in a 
navigable condition by dredging and snagging channel as specified 
in the existing project. The necessary snagging and dredging will 
be done with Government plant and hired labor. 

It is expected that funds available June 30, 1916, increased by 
allotment from the appropriation of $55,000 carried by the river and 
harbor act of July 27, 1916, will not suffice for necessary work of 
maintenance to June 30, 1918, and an estimate for the additional 
sum of $30,000 is submitted for this purpose. 

Commercial statistics .—The principal articles of commerce during 
the current year were fertilizer, provisions, and miscellaneous gen¬ 
eral merchandise handled by a steamboat company running between 
Columbia and Georgetown. The value of the business has increased 
about 5 per cent during the year. There has been no change in the 
nature of the commerce. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

3,631 

$532,558 

624,955 

656,560 

1914. 

6,077 

4,324 

1915.„. 



Amount expended on all projects from Aug. 5,1886, to June 30,1916: 

New work_$363, 674. 95 

Maintena nce__ 262, 443. 02 


Total_ 626,117. 97 


Balance available for fiscal year ending June 30, 1917_ 43,101.15 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 30, 000. 00 


CONGAREE RIVER, S. C.-NEW PROJECT. 

Beport of the Chief of Engineers, printed in House Document 
702, Sixty-third Congress, second session. 

The Congaree River is formed by the junction of the Broad and Saluda 
Rivers, 1 mile above Columbia, S. C., and flows for a distance of about 52 
miles, uniting with the Wateree to form the Santee River. The existing proj- 


















RIVER AND HARBOR APPROPRIATION BILL. 


161 


ect, adopted in 1886 and modified in 1899, provides for a thoroughly cleared 
4-foot navigation at all stages over the lower 49 miles, and a lock and dam 
nbout 2 miles below Gervais Street, Columbia, to carry navigation over the 
rocky shoals to that point. The dam is now being raised, and when completed 
will provide a 6-foot pool to Columbia. A steamboat line has been in opera¬ 
tion on the river for a number of years, and this line at present has its upper 
terminus at Granby, it being impracticable to reach Columbia until after com¬ 
pletion of the work on the dam. On account of the presence of a number of 
shoals below Granby the operation of the steamboats has been attended with 
much delay and difficulty. While a persistent effort has been made to keep the 
channel open by the use of a 12-inch suction dredge, it appears'that there are 
times when depths scarcely more than 2 feet are available in places. The 
survey discloses the fact that there are 10 shoals below the dam having depths 
less than 4 feet at low water. 

It appears to the special board that, inasmuch as the dredging and the 
snagging have not been able to maintain the project, and that relying upon 
such a project a steamboat line has attempted to do business to Columbia and 
is continually enlarging its facilities, the Government should adopt more 
adequate means of improving the river. It outlines a plan involving bank 
protection and contraction works at an estimated cost of $230,000, but be¬ 
lieves that for the present this work should be confined to the shoals at Con- 
garee and Gill Creeks, where improvement is urgently necessary and where it 
would produce the most beneficial results. The estimated cost of revetment 
and contraction work at these points is about $100,000, with $10,000 annually 
for maintenance. It believes, however, that the undertaking of this improve¬ 
ment by the United States should be contingent upon certain conditions of 
local cooperation. 

Before starting the expensive work of bank protection, the Board of Engi¬ 
neers for Rivers and Harbors believes that it should be shown experimentally 
that it is impossible to maintain fairly satisfactory channel conditions by the 
use of a more powerful dredge, say, of 16 or 18 inch pump capacity. The sum 
of $100,000 would be sufficient to provide such a dredge and operate it for a 
year, and the board recommends an appropriation of this amount for main¬ 
tenance of a 4-foot navigable channel by dredging, assisted by regulation works, 
if necessary, subject to the following conditions proposed by the special board: 
That the expenditure of the appropriation herein recommended be made con¬ 
tingent upon a suitable connection being made between the Columbia Canal and 
the pool in the Congaree River above the lock and dam, whereby the river boats 
can be raised above the level of the river and placed on a general level with 
the city streets; and also upon the establishment along the line of this canal 
of suitable public terminals, open to all on equal terms and connected to the 
streets of the city by adequate public highways and to the existing railroads by 
spur tracks, all without cost to the United States, the plans for the canal con¬ 
nection and the location and construction of terminals to be subject to the 
approval of the Chief of Engineers and of the Secretary of War. 

I am compelled to disagree with the views of the Board of Engineers for 
Rivers and Harbors and am disposed to accept those of the special board on 
the Congaree River. I have no doubt that a very large dredge, or a sufficient 
number of them, would maintain an adequate channel in the Congaree River 
throughout the period of low water, but, after careful, special study of the 
river, I am of the opinion that it is best to attempt to reduce the amount of 
material to be excavated by protecting the badly caving banks and thus reduc¬ 
ing the supply of bar-making material. I believe also that public terminals at 
Columbia would be very desirable and think that the municipality should take 
advantage of the privilege that it now has to compel a junction to be made 
between the canal and the river whereby the former can be used as a landing 
place for boats. But, as the local interests have shown a willingness in the 
past to provide terminals, I do not think that it would be quite fair to render 
the moderate appropriation which it is proposed to recommend conditional upon 
the accomplishment of this rather expensive piece of canal work. I therefore 
report that the further improvement by the United States of the Congaree River, 
S. C., is deemed advisable to the extent of maintaining a 4-foot navigable 
channel by dredging, assisted by properly designed bank protection, and 
recommend that this protection be provided first at Congaree and Gill Creeks 
and that $100,000 be provided in one appropriation for that purpose, together 
with $10,000 annually for the operation of the dredge now owned by the work 
and for other necessary maintenance. 

IT. Rept. 12S9, 64-2-11 



162 


RIVER AND HARBOR APPROPRIATION BILL. 


INLAND WATERWAY BETWEEN SAVANNAH, GA., AND BEAUFORT, S. C. 

Location and description— This waterway connects Savannah, Ga., 
and Beaufort, S. C., via Fields Cut, Mud River, and Ramshorn 
Creek. It has a length of 53 miles and a minimum width between 
banks of 200 feet. It consists entirely of tidal waterways which 
are practically unaffected by fresh-water flow. 

Existing project. —The present project (see H. Doc. No. 295, 53d 
Cong., 3d sess., reprinted in Annual Report for 1895, p. 1520) was 
adopted as a part of the improvement of Savannah Harbor by the 
river and harbor act of June 3,1896, and modified by the act of March 
3, 1899. It provides for dredging a T-foot channel at mean low 
water, width not specified, first by route No. 2 of document just 
mentioned, later modified to route No. 1 on account of exposed na¬ 
ture of this mouth and the partial closing of the Savannah entrance. 
This route, which has a length of 53 miles, follows Ramshorn Creek, 
Wright River, and Mud River. The mean tidal range is from 6.5 
to T feet. The estimated cost of route No. 2 was $106,700, and for 
the modification by route No. 1, $84,700. The project does not 
specify a width of channel, but this width should be 100 feet in 
confined waters and 150 feet in open waterways. No estimate for 
maintenance was made, but there will probably be necessary for this 
purpose $3,000 annually. There has been no map of this waterway 
published. 

Condition at the end of fiscal year. —The project was completed 
July 20, 1900, and the project channel has been maintained since 
except at intervals when there were no funds available. There 
now exists a channel with a minimum low-water depth of 7 feet and 
a minimum width of 80 feet. There has been expended under the 
present project $130,071.08, of which $106,700 was for new work 
and $23,371.08 was for maintenance. 

Local cooperation. —There has been no local cooperation. There 
is a municipal v wharf for the use of the public at Savannah 355 feet 
in length, built at a cost of $9,556. 

Effect of improvement. —This improvement has facilitated and 
rendered safer the water-borne commerce between Savannah and 
Beaufort, by providing an inland waterway, avoiding the exposed 
route via the mouth of the Savannah River and Calibogue Sound. 
The effect of the improvement on freight rates can not be stated. 

Proposed operations. —It is proposed to expend the funds provided 
in the river and harbor act of July 27, 1916, as follows: 


For operating, repair, and care of 1 pipe-line dredge 1 month_$1, 500 

For operating, repair, and care of 1 snag boat for 3 weeks_ 1,000 

Total- 2, 500 


The above amounts include proper reservations for office expenses, 
surveys, and contingencies. 

The following estimate is submitted of funds needed for proposed 
operations from July 1, 1917, to June 30, 1918, including office ex¬ 
penses, surveys, and contingencies, care and repair of plant: For 
operating one pipe-line dredge and a snag boat two months at $1,500 
per month in maintaining the channel, $3,000. 

Commercial statistics. —The principal items of commerce during 
the calendar year 1915 were canned goods, 878 short tons, valued at 







RIVER AND HARBOR APPROPRIATION BILL. 


163 


$87,800; cotton seed, 1,047 short tons, valued at $32,715; fertilizer, 
6,214 short tons, valued at $117,593; lumber, 6,316 short tons, valued 
at $41,109; and oyster shell, 16,197 short tons, valued at $41,279. 
The entire commerce of this waterway was carried on over the 
improved sections. The amount and value of the commerce for the 
last three years has been as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

. 166,641 

61,265 
62,496 

$1,680,635 

2,409,338 

2,712,693 

1914. 

1915. 



Amount expended on all projects from June 3, 1896, to June 30, 

1916: 

New work_$106, 700. 00 

Maintenance__ 23, 371. 08 


Total_ 130, 071. 08 


Balance available for fiscal year ending June 30, 1917_ 2, 500. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_^_ 3, 000. 00* 


SAVANNAH HARBOR, GAi 

Location and description .—This harbor is 112 miles by water south 
of Charleston Harbor, S. C., and 111 miles by water north of Bruns¬ 
wick Harbor, Ga., and comprises the lower 20 miles of Savannah 
River, Tybee Knoll, Tybee Roads, and Tybee Bar, a total distance of 
28 miles. The harbor has a length of 28 miles and varies in width 
from 600 to 1,800 feet. 

Existing project .—The existing project provides for a channel 26 
feet deep at mean low water, with widths varying from 400 to 600 
feet, from the sea to the western limits of Savannah, a distance of 
28 miles (H. Doc. No. 181, 59th Cong., 1st sess.) ; and for a channel 
21 feet deep at mean low water and 300 feet wide from the latter 
point to the foot of Kings Island, a distance of 2 miles. (H. Doc. 
No. 563, 62d Cong., 2d sess.) The 26-foot channel was to be ob¬ 
tained by dredging, supplemented by the use of contraction works of 
brush and stone and of rubblestone. It was first estimated to cost 
$2,705,699.48, with no estimate for maintenance. The project for 
this channel was tentatively adopted by the river and harbor act of 
March % 1907. It was definitely adopted by the river and harbor 
act of June 25, 1910, together with a revised estimate of $1,545,000 
(Annual Report for 1909 } p. 336), exclusive of previous appropria¬ 
tions, amounting to $1,000,000, to complete the project, and $250,000 
annually for maintenance. This amount was increased by $100,000 
under date of June 5, 1914, making a total of $2,645,000 as the esti¬ 
mate for the 26-foot project. The project for the 21-foot channel, 
was adopted by the river and harbor act of July 25,1912. This chan¬ 
nel was to be obtained by dredging alone, at an estimated cost ofi 
$140,000, which was increased by $220,000, under date of June 5y 
1914, making the total estimate $360,000. It was estimated that the. 



















164 


RIVER AND HARBOR APPROPRIATION BILL. 


maintenance of the 21-foot channel would reduce correspondingly 
the necessary work of maintenance of the 26-foot channel so as not 
to increase the total cost of maintenance for the harbor. 

The mean tidal range is 6.5 feet on the bar and 6.2 feet at Savan¬ 
nah. (For the latest published map see Annual Report for 1913, 
p. 2014.) 

Condition at the end of fiscal year .—Since the commencement of 
the improvement work the channel covered by the 26-foot project has 
been materially straightened and deepened from 10 feet to 26 feet 
at mean low water bjr means of contraction work and dredging, 
mainly the latter, 137,370 feet of training wall having been con¬ 
structed and 41,317,210 cubic yards of material having been removed 
from the channel by dredging. The controlling depth is 22 feet at 
mean low water. The 26-foot project was 85.9 per cent completed. 
On the 21-foot project 1,100 linear feet of channel have been im¬ 
proved so as to have the project dimensions. The 21-foot project was 
50 per cent completed, the controlling depth being 14.5 feet at mean 
low water. The expenditures for the 26-foot channel have been 
$1,772,949.46 for improvement and $1,214,975.71 for maintenance, 
and for the 21-foot channel $81,036.64, all of which was for original 
improvement, a total for both projects of $1,854,486.10 for new work 
(including $500 contributed funds) and $1,214,975.71 for mainte¬ 
nance. To complete the 26-foot project there remains to be removed 
2,365,000 cubic yards of material, and 600,600 cubic yards to com¬ 
plete the 21-foot project. 

Local cooperation. —The owners of the ferry using Screvens Cut 
contributed $500 for work in this vicinity under date of September 
21, 1914. The city of Savannah has constructed a municipal wharf 
355 feet in length, with loading slips, located in front of the main 
portion of the city, at a cost of $9,556. 

Under the 21-foot channel project the appropriation was made 
subject to the condition that before work was undertaken the cit}^ 
of Savannah should accept a certain parcel of land offered by in¬ 
terested parties and give satisfactory assurance to the Secretary of 
War that the city would provide suitable terminal facilities thereat. 
The Secretary of War accepted the assurances submitted by the city 
under date of October 15, 1912. 

Effect of improvement. —The effect of the improvement has been 
a reduction in freight rates since 1896 of from 30 to 50 per cent, 
according to commodity. Commerce of the port has tripled in ton¬ 
nage, with 10 times its original value. 

Proposed operations. —It is proposed to expend the funds available 
on June 30, 1916, for the 26-foot channel in maintaining the channel 
by using one seagoing dredge and a 20-inch pipe-line dredge for six 
weeks at an estimated cost of $22,378.92, including proper reservation 
for office expenses, surveys, contingencies, and care of plant. 

It is proposed to expend the funds appropriated by the river and 
harbor act of July 27, 1916, after reserving $45,000 for the engineer 
depot ($350,000 will be expended), in maintaining and completing 
the 26-foot channel, using the two seagoing dredges, at an estimated 
cost of $150,000; a 20-inch hydraulic dredge, at an estimated cost of 
$100,000, for dredging; and expending $100,000 for improvements 
bv contract in raising existing training walls and dredging, reserv¬ 
ing necessary funds for surveys, office, and miscellaneous expenses. 


RIVER AND HARBOR APPROPRIATION BILL. 165 

* * s proposed to combine the present available funds for the 
Ll-toot channel with the money appropriated by the river and harbo* 
act or July 27, 1916, and to expend the total amount in continuing 
this improvement by dredging, either under contract or by Govern¬ 
ment plant, as appears most advantageous to the Government, proper 
reservation being made for contingencies, survevs, office expenses, and 
care of plant. 

For the fiscal year ending June 30, 1918, the estimate for main¬ 
tenance of 26-foot channel has been fixed at $350,000, an increase of 
$100,000 over the average for recent years. This is required on 
account of the increased shoaling occurring over the 28 miles of 
improved channel (see report of district officer) and the fact that the 
excavation will exceed by approximately 2,000,000 cubic yards the 
combined capacity of all plant on hand, the operation of which costs 
approximately $250,000 annually. 

It is proposed to expend the funds asked for as follows: Maintain¬ 
ing the 26-foot channel, using two seagoing dredges, at an estimated 
cost of $150,000, and a 20-inch hydraulic dredge, at an estimated cost 
of $100,000, for dredging, using Government plant and hired labor, 
and the expenditure of $100,000 for dredging by contract or by 
the renting from some other district of another 20-inch hydraulic 
dredge, using hired labor. Proper reservation for necessary expendi¬ 
tures to cover office, surveying, and miscellaneous expenses will be 
made. 

Commercial statistics .—The chief articles shipped during the cal¬ 
endar year 1915 were as follows: Cotton and linters, 430,704 short 
tons, valued at $75,566,320;. cottonseed meal and cake, $221,386 short 
tons, valued at $5,407,254; iron and steel, 138,259 short tons, valued 
at $2,342,207; naval stores, 148,564 short tons, valued at $7,258,322; 
and lumber, crossties, and lumber products, 383,104 short tons, 
valued at $3,816,091. The principal receipts were canned goods, 
15,357 short tons, valued at $1,074,990; iron and steel, 62,368 short 
tons, valued at $2,494,720; and salts, 48,175 short tons, valued at 
$1,414,109. The Central of Georgia Railway Co. have constructed 
terminals costing about $1,000,000, which are used by the Ocean 
Steamship Co. These terminals were completed June 3, 1916. The 
commerce for the last three calendar years has been as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

3,154,089 

1360,536,275 
349,193,325 
420,088,304 

1914. 

2,478,535 

2,890,130 

1915. 



Amount expended on all projects from May 18, 1826, to June 30, 

1916: 

New work_$9,114, 870. 08 

Maintenance_ 1, 513,869. 97 


Total_ r _ 10, 628, 740. 05 


Balance available for fiscal year ending June 30, 1917_ 576,342. 28 

Amount (estimated) required to be appropriated for comple¬ 
tion of existing project_ 120, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 350, 000. 00 





















166 


RIVER AND HARBOR APPROPRIATION BILL. 


SAVANNAH HARBOR, GA., NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1471, Sixty-fourth Congress, second session: 

The commerce of the harbor has steadily increased and now amounts to about 
3.000,000 tons a year, valued at about $350,000,000. Local interests are desirous 
of securing greater depth and width to meet the needs of ocean-going vessels, 
which are being constructed with increased size and draft. They also desire 
that the channel at West Broad Street be widened in lieu of the turning basin 
recommended in House Document No. 290, Sixty-third Congress, first session, 
and that mooring dolphins be provided at Five Fathom Hole, near Fort Ogle¬ 
thorpe, with some widening and deepening of the channel at that place. The 
district officer proposes to retain the present project depth of 26 feet at mean 
low water from the Seaboard Air Line Railway bridge at Savannah to Quaran¬ 
tine, giving this section a general width of 400 feet, and to increase the project 
depth to 30 feet from Quarantine to the sea, with a general width of 500 feet. 
He also considers advisable the repair of existing training walls and repair and 
extension of the jetties, the closing of the south channel, with a dredged cut 
between the river and Habersham Creek as an alternative, the widening of 
the channel at West Broad and Barnard Streets to 600 feet, and the widening 
of the channel opposite Fort Oglethorpe to 900 feet, with a provision of moor¬ 
ing dolphins, all at an estimated cost of $1,920,000, including maintenance dur¬ 
ing construction and $250,000 for an additional dredge, which is considered 
necessary for the prompt completion of the work and for its subsequent main¬ 
tenance. The district officer, who is also the division engineer, expresses the 
opinion that the locality is worthy of further improvement to the extent indi¬ 
cated, provided that the widening at West Broad and Barnard Streets be con¬ 
tingent upon local interests furnishing free of cost any right of way found nec¬ 
essary, together with a convenient place for deposit of spoils. 

I concur in the views of the district officer and the Board of Engineers for 
Rivers and Harbors and therefore report that the further improvement by 
the United States of Savannah Harbor, Ga., is deemed advisable to the extent 
proposed by the district officer, as described above, at a total estimated cost 
of $1,920,000. including maintenance during construction, and $350,000 per 
annum for maintenance of the entire project after completion; provided that 
the proposed widening at West Broad and Barnard Streets be contingent upon 
local interests finishing free of cost any right of way found necessary, together 
with a convenient place for deposit of spoils. 

DARIEN HARBOR, GA. 

Location and description .—Darien Harbor is 32 miles by water 
north of Brunswick Harbor, Ga. It comprises the lower 12 miles of 
Darien River from the town of Darien, where the channel width is 
about 300 feet, to where the river enters Doboy Sound, where the 
channel width is about 1,000 feet. 

Existing project .—The present project (H. Ex. Doc. No. 260, 48th 
Cong., 2d sess., and Annual Report for 1885, p. 1237) was adopted 
by the river and harbor act of September 19, 1890, and provides for 
the removal of the seven shoals between Darien and Doboy by 
dredging to secure a depth of 12 feet, and for the construction of 
wing dams at five of these shoals for maintaining the depth of the 
improved channel. The width of channel to be maintained was not 
specified, but it should be 150 feet. The tidal range is 7 feet at the 
bar and 6J feet at Darien. The estimated cost of the improvement 
was $170,000. There is needed for annual maintenance $2,000. No 
estimate for this was made in the project. No maps of this harbor 
have been published in congressional documents or in the annual 
reports. 





167 


RIVER AND HARBOR APPROPRIATION BILL. 


Operations and results during the fiscal year .—There were no op¬ 
erations and no expenditures during the fiscal year, as no complaints 
were received as to the condition of the channel. 

Condition at the end of fiscal year .—There was dredged from this 
harbor m 1879, 51,041 cubic yards of material at a cost of $8,000, 
without any project having been recommended or adopted. Work 
under the present project commenced in 1891. Since then there has 
been removed from the various shoals 86,840 cubic vards of material. 
1 here were constructed 24 wing dams, aggregating in length 5,389 
feet. Ihe project was completed July 11, 1905. This work resulted 
m increasing the controlling depth from 6J to 12 feet. Maintenance 
work has been necessary since, the present least usable depth being 
1° f eet at mean low water. There has been expended $167,365.96, of 
which $136,793.21 was for original work and $29,072.75 1 for mainte¬ 
nance. 

Effect of improvement .—This improvement has made it possible to 
ship lumber from Darien in schooners drawing from 15 to 17 feet. 
Formerly this lumber had to be rafted to Doboy Island. No reduc¬ 
tion in freight rates can be definitely stated, though a reduction of 
about 15 per cent has been reported. 

Proposed operations —It is proposed to expend the funds appro¬ 
priated by the river and harbor act of July 27, 1916, in restoring the 
channel to project dimensions by the operation of one hydraulic 
pipe-line dredge two months, at a cost of $4,000, proper reservation 
being made for office expenses, surveys, and contingencies. 

It is estimated that $2,500 will be needed for maintenance of chan¬ 
nel depths during the fiscal year ending June 30, 1918, to be used in 
operating one pipe-line dredge one month, including the care of 
plant, proper reservation being made for office expenses, surveys, and 
contingencies. 

Commercial statistics .—The commerce consists almost entirely of 
lumber, the remainder being hardwood products and general mer¬ 
chandise. Lumber handled for the calendar year 1915 was 141,373 
short tons, valued at $1,114,921. For the last three calendar years the 
commerce has been as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

1255,661 

1204,465 

1144,515 

$2,545,230 
2,167,415 
1,447,408 

1914. 

1915. 



i Including lumber received at Darien in form of rafts from the Altamaha River. 


Amount expended on all projects from 1879 to June 30, 1916: 

New work_$144, 793. 21 

Maintenance_.___,_ 29, 072. 75 


Total__ 173, 865. 96 


Balance available for fiscal year ending June 30, 1917- 4, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 2, 500. 00 


1 Amount reported in last Annual Report has been reduced $1,500 because of reim¬ 
bursable item previously included. 



















168 


RIVER AND HARBOR APPROPRIATION BILL. 


BRUNSWICK HARBOR, GA. 

Location and description. —Brunswick Harbor is 71 miles, by sea, 
south of Savannah Harbor, Ga., and 24 miles, by sea, north of Fer- 
nandina Harbor, Fla. It embraces the improved channel across 
the bar, St. Simons Sound, Brunswick River, East River to the up¬ 
per limits of the city, and Turtle River to the Southern Railway 
terminals; also that portion of Academy Creek used by shipping in¬ 
terests. 

Existing project. —The present project (H. Doc. No. 407, 59th 
Cong., 1st sess.) was adopted by the river and harbor act of March 
2, 1907. It provides for creating and maintaining throughout the 
inner harbor (embracing Turtle River from the Southern Railway 
terminals to its junction with Brunswick River, and Academy Creek 
and East River from Aikens Wharf to Brunswick River), and the 
outer harbor (embracing the outer bar, the navigable channel 
throughout the entrance to St. Simons Sound, and up Brunswick 
River to include Brunswick Point Crossing), channels having a 
depth of 30 feet at mean high water, with widths varying from 150 
feet in Academy Creek to 400 feet across the outer bar, to be ac¬ 
complished mainly by dredging; the extension of the training wall 
in East River and the construction of two spur dikes is also author¬ 
ized. The estimated cost of the work was $496,650, with a yearly 
cost of maintenance not exceeding $33,250. The mean tidal range 
on the bar is 6.6 feet and at the city of Brunswick it is 7 feet. For 
the latest published map see House Document No. 393, Sixty-fourth 
Congress, first session. 

Condition at the end of fiscal year. —The project was completed 
March 4, 1912, and the channel was being maintained. A training 
wall 4,250 feet long, carried to the level of mean high water, and 
connected with the shore at its upper end by a spur 335 feet long, 
had been constructed and was being maintained in lower East River. 
Throughout the harbor all shoals had been dredged to the project 
depth of 30 feet at mean high water and full project width. There 
has, however, been subsequent shoaling. At the end of the fiscal year 
the controlling depths and widths of channel at mean low water 
were as follows: Bar, depth 22 feet, width 300 feet; Brunswick Point, 
depth 23 feet, width 200 feet; East River, depth 20 feet, width 300 
feet; Academy Creek, depth 19 feet, width 75 feet; lower Turtle 
River, depth 21.5 feet, width 300 feet; upper Turtle River, depth 22 
feet, width 300 feet. There has been expended on the present project 
$544,003.24 for new work, $188,653.79 for maintenance, a total of 
$732,657.03. 

Local cooperation. —There has been no direct cooperation. The 
city of Brunswick has constructed a wharf costing about $1,500, and 
a concrete landing which cost about $1,000, both of which are open 
to use by all on equal terms. 

Effect of improvement. —Before improvement in 1888 the annual 
commerce of Brunswick Harbor amounted to about 100,000 short 
tons, valued at $1,700,000. The total amount of commerce for the 
calendar year 1913, the first year after completion of present project, 
amounted to 1.009,026 short tons, valued at $58,258,725. The effect 
of the improvement has been to cause a reduction of ocean-going 
freight rates on lumber of 25 per cent and on naval stores of 30 per 


RIVER AND HARBOR APPROPRIATION BILL. 169 

cent. It lias also permitted the regular line of coastwise steamers 
to enter and leave the port regardless of the stage of tide. 

Proposed operations .—It is proposed to expend the available bal¬ 
ance, $7,759.62, as follows: According to former subproject, $5,000 
is to be reserved for the extension of East River training wall, and 
the balance will be expended for office expenses, surveys, and con¬ 
tingencies, probably exhausting this fund about September 1, 1916. 

It is proposed to expend the funds appropriated by-the river and 
harbor act of July 27, 1916, as follows: Reserving $3,000 for the 
engineer depot at Savannah, Ga., and $5,000 for the extension of 
East River Jetty, the balance will be expended in the operation of 
dredging, making use largely of seagoing dredges for about five 
months, with proper reservation for surveys, office expenses and con¬ 
tingencies, and care of plant. 

It is estimated that the maintenance of the various channels will 
require the regular annual appropriation of $33,250 for the fiscal 
year ending June 30,1918, which it is proposed to expend as follows: 
$5,000 will be reserved for extension of jetty in East River and the 
balance for the operation of seagoing dredges throughout the harbor 
for approximately five months, proper reservation being made for 
contingencies, surveys and office expenses, and care of plant. 

Corrvmercial statistics .—The principal articles of commerce for the 
calendar year 1915 were cotton, 53,614 short tons, valued at $9,503,- 
873; crossties, 126,151 short tons, valued at $612,744; iron and steel, 
22,635 short tons, valued at $414,868; lumber and lumber products, 
159,871 short tons, valued at $1,523,913; naval stores, 44,082 short 
tons, valued at $2,269,601. The amount and value of the commerce 
for the last three years has been as follows: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 .. 

1,009,026 
487,224 

158,258,725 
38,343,320 
44,675,521 


1915 . 

500,911 



Amount expended on all projects from July 4, 1836, to June 30, 


1916: 

New work_$1,187,468.42 

Maintenance _ 243,067.86 


Total_ 1, 430, 536. 28 


Balance available for fiscal year ending June 30, 1917- 44, 009. 62 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement- 33, 250. 00 


BRUNSWICK HARBOR, GA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 393, 
Sixty-fourth Congress, first session: 

As the mean tidal range is about 6.6 feet on the bar, 7 feet at Brunswick 
Point, and 7 feet at the city of Brunswick, the authorized channel depth is 
equivalent to a depth of about 23 feet at mean low water, which is not sufficient 
for the accommodation of the larger vessels visiting tliijs port. Moreover, the 



















170 


RIVER AND HARBOR APPROPRIATION BILL. 


district officer points out that the vessels are generally more heavily laden 
when outbound than inbound, and as high tide occurs about one hour earlier 
at the outer bar than at Brunswick, which is 14 miles distant, they are not able 
to take full advantage of the tidal range. The commerce of this harbor lias 
shown a steady increase since its improvement was undertaken by the United 
States, and in 1913 was reported as amounting to 1,009,007 tons, having a value 
of $58,246,425. Considering all the circumstances set forth in the reports on 
preliminary examination and survey, the district officer is of opinion that this 
harbor is worthy of further improvement to the extent of providing channels 
as follows, all depths being referred to mean low water: 

(a) Bar Channel, 500 feet wide and 27 feet deep. 

(&) Brunswick Point Channel, 400 feet wide and 27 feet deep. 

(c) East River Channel, 350 feet wide and 24 feet deep. 

(d) Turtle River Channel, 350 feet wide and 24 feet deep. 

(e) Academy Creek Channel, 150 feet wide and 24 feet deep. 

(/) Cut from Academy Creek to Turtle River if later decided advisable. 

The estimated cost of this work is $561,000 for first construction and $50,000 
per annum thereafter for maintenance, both estimates being based on the assump¬ 
tion that Government dredges will be available for the work. 

The board concurs in general with the recommendations of the district officer, 
but it believes that a depth of 24 feet in the Brunswick Point Channel will be 
sufficient for present and immediately prospective needs. As thus modified, the 
estimated cost of the project is $510,000. 

I concur in the views of the district officer and the Board of Engineers for 
Rivers and Harbors in regard to the need for increased navigation facilities at 
Brunswick Harbor, Ga., and therefore report that the further impovement of 
the locality is deemed advisable to the extent of providing channels 27 feet deep 
at mean low water across the outer bar and 24 feet deep at mean low water 
inside, in accordance with the project recommended by the board and described 
above. 

Assuming that Government plant will be available for doing the work pro¬ 
posed, as now seems probable, the estimated cost of the project recommended 
is $510,000 for first construction, $156,500 for maintenance operations during 
the time the channels are being excavated, and $50,000 annually thereafter for 
maintenance. The first appropriation should be $240,000, with subsequent 
appropriations of sufficient amount to complete the work in about three years. 
If for any reason Government plant should not be available for doing the work, 
the estimated costs will be approximately twice those above given; but even 
under this supposition I am of the opinion that the project is a worthy one. 

SAVANNAH RIVER BELOW AUGUSTA, GA. 

Location and deswdption .—The Savannah RiVer is formed by the 
junction of the Tugaloo and Seneca Rivers on the northwestern part 
of the South Carolina-Georgia boundary line. It flows southeast on 
the boundary line and empties into the Atlantic Ocean 204 miles from 
its source, the distance by river being about 330 miles. 

Existing project .—The existing project provides for a navigable 
steamboat channel 5 feet deep (the width not specified) at ordinary 
summer low water from Savannah, 17 miles from the mouth, to 
Augusta, a distance of 201 miles (H. Doc. No. 255, 51st Cong., 2d 
sess., which contains the latest published map), and was adopted by 
the river and harbor act of September 19, 1890. A modification 
as to the 20 or 25 miles immediately below Augusta (H. Doc. No. 
962, 60th Cong., 1st sess.) was adopted by the river and harbor act 
of June 25, 1910. The project before modification provided for 
obtaining the necessary channel through the use of # contraction 
work, the closure of cut-offs, and bank protection, and provided for 
the removal of snags, overhanging trees, and wrecks. The estimated 
cost of new work was $331,884 and the cost of maintenance was esti- 


RIVER AND HARBOR APPROPRIATION BILL. 


171 


mated at from $3,000 to $5,000 annually. The 1910 modification of 
the project has for its principal object the protection of the channel 
from the large amount of bar-forming material which is dropped 
into it at each freshet by the caving banks in the 20 or 25 miles im¬ 
mediately below Augusta. It provides for the construction of bank 
protection, training walls of pile, brush, and rock, the repair of 
similar existing structures, and the construction of a hydraulic 
dredge to be used in maintaining the channel. The estimated cost 
of this project was $380,000 for new work. The annual cost of 
maintenance was estimated at $10,000 until the completion of the 
new work, $5,000 or $6,000 thereafter. This, combined with the 
estimated cost of maintenance of the river below that affected by the 
modification, makes the total original estimated cost of maintenance 
approximately $15,000. However, the annual cost of maintenance 
has been approximately $30,000, and, owing to the increase in the 
needs of navigation of this river, it is deemed advisable to request 
this amount for maintenance work. 

Condition at the end of fiscal year. —Snagging operations have 
been carried on since the improvement of the river was begun. In 
addition the channel depths have been increased on the worst bars 
by means of spur dikes, training walls, protection for caving banks, 
and dredging. There have been constructed and used in this work 
the snag boat Tugaloo and the 10-inch suction dredge Augusta , be¬ 
sides other miscellaneous plants. The project was completed in the 
fiscal year 1915. This work has resulted in maintaining a channel 
for steamboats drawing 5 feet when the river is at 7 feet on the 
Augusta gauge, which is the stage assumed as ordinary summer low 
water, upon which the project was based. With the river at 4 feet 
on this gauge, which is the low-water stage determined by the rule 
given in section 5 of the river and harbor act of March 4, 1915, the 
maximum draft which can be carried is only about 2 feet. The 
total expenditure under present project for new work has been 
$645,566.56, and for maintenance $220,367.80, a total of $865,934.36. 

Local cooperations .—There has been no direct cooperation. The 
city of Augusta is expending $50,000 in rebuilding their municipal 
wharf and warehouse. The city of Savannah has constructed a 
municipal wharf 355 feet in length, with loading slips located in 
front of the main portion of the city, at a cost of $9,556. 

Effect of improvement. —The effect of the improvements in freight 
rates has been a reduction of from 30 to 50 per cent, according to the 
nature of the commodity, and also a relative control of freight rates 
between various points throughout the United States and the interior 
parts of Georgia. 

Proposed operations. —It is proposed to use the available balance, 
$3,421.60, in the care of the plant in use on this river at an average 
rate of $500 per month, until such time in the fall as the river will 
require additional work, probably September 1, 1916, and to expend 
the balance remaining in the operation of one snag boat for approxi¬ 
mately six weeks, making proper reservation for office expenses, sur¬ 
veys and contingencies, and care of plant. 

The funds provided in the river and harbor act approved July 27, 
1916, will be expended as follows, after reserving $4,000 for the engi- 


172 


RIVER AND HARBOR APPROPRIATION BILL. 


neer depot at Savannah, Ga., and proper amount for office expenses, 
surveys, and contingencies: 

For operation, repair, and care of 1 pipe-line dredge 4 months, at .$1,500 


per month, in removing bars___$0,000 

For operation, repair, and care of 1 snag boat 6 months, at $1,500 per 

month, in removing snags, etc., and in miscellaneous work- 9, 000 

For repair nnder contract or by day labor of 2,000 linear feet of bank 
protection and training walls, at $5_10.000 


The following estimate is submitted of funds needed for proposed 
operations from July 1, 1917, to June 30,1918, for maintenance work, 
including proper reservation for office expenses, surveys, and contin¬ 
gencies : 

For operation, repair, and care of 1 pipe-line dredge 6 months, at $1,500 

per month, in removing bars_$9, 000 

For operation, repair, and care of 1 snag boat 6 months, at $1,500 per 

month_ 9, 000 

For repair under contract or by day labor of 2,400 linear feet of bank 
protection and training walls, at $5_ 12, 000 

Total_ 30, 000 

CCommercial statistics .—The chief articles of commerce for the cal¬ 
endar year 1915 were cotton-factory products, 4,589 short tons, valued 
at $1,147,250; cotton and linters, 2,159 short tons, valued at $345,440; 
fertilizer, 2,391 short tons, valued at $61,476; sugar 2,310 short tons, 
valued at $258,720; and lumber, rafted, 25,563 short tons, valued at 
$230,095. A new 225-ton twin-screw barge, propelled by producer-gas 
engine, w T as operated on the river from January 28 up to the end of 
the year. The amount and value of the total commerce for the last 
three years was as follows: 

Comparative statement. 


Calendar year. - 

Short tons. 

Value. 

1913. 

88,460 

72,821 

52,874 

$9,112,702 
3,508,123 
4,147,135 

1914... 

1915. 



Amount expended, on all projects from Mar. 3, 1881, to June 30, 

1916: 

New work--$739, 046. 65 

Maintenance_ 220, 367. 80 


Total-__ 959, 414. 45 


Balance available for fiscal year ending June 30, 1917_ 32,421.60 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement__ 30, 000. 00 


ALTAMAHA, OCONEE, AND OCMULGEE RIVERS, GA. 

Location and description .—The Altamaha River is formed by the 
junction of the Oconee and Ocmulgee Rivers at a point known as The 
Forks, a little south of east of Savannah and 88 miles from it. The 
Altamaha flows to the southeastward and empties into the Atlantic 
Ocean by several mouths. Its entire length of 137 miles is under im¬ 
provement. 

























RIVER AND HARBOR APPROPRIATION BILL. 


173 


The Oconee rises about 60 miles northeast of Atlanta, Ga., and 
flows to the southeastward to its junction with the Ocmulgee. It has 
a length of about 300 miles, of which the lower 145 miles and also an 
isolated stretch of 17 miles in Greene County are under improvement. 

The Ocmulgee is formed by the junction of the Yellow and South 
Rivers, about 55 miles southeast of Atlanta, Ga., and flows in a south¬ 
easterly direction to where it joins the Oconee. Its length is about 
350 miles, the lower 205 of which are under improvement. 

Existing project .—The project now in force was adopted by the 
river and harbor act of July 25, 1912, and provides for an appro¬ 
priation of $40,000 per year, to be applied, following in general the 
methods which had been carried on under the previous project, to 
maintenance of 3-foot depth during ordinary summer low water up 
to Milledgeville and Macon and to the gradual increase on channel 
depth up to 4 feet so far as practicable without sacrificing the mainte¬ 
nance work. (H. Doc. No. 443, 62d Cong., 2d sess.) These methods 
are the removal of rock shoals, snags, logs, overhanging trees, and 
other obstructions; the closing of incipient cut-offs; the revetting of 
caving banks; and the use of spur dikes and training walls. The 
width of channel was not specified, but it should vary from 60 to 100 
feet, according to locality. There are included under the project 
the entire Altamaha River with a length of 137 miles, the lower 145 
miles of the Oconee, and the lower 205 miles of the Ocmulgee River, 
a total of 487 miles. For the latest published maps of the Altamaha 
River see House Document No, 283, Fifty-first Congress, second 
session; for those of the Oconee River see House Document No. 211, 
Fifty-first Congress, first session; and for those of the Ocmulgee 
River see House Document No. 215, Fifty-first Congress, first session. 

Operations and results during the fiscal year .—All operations were 
carried on with Government plant and day labor. These, with their 
results, were as follows: 

ALTAMAHA RIVER. 

The rubble closing dam, 400 feet in length, commenced the preced¬ 
ing fiscal year at the cut-off known as Jacks Suck, was completed, 
6,707 cubic yards of stone being used; also a drift catcher was con¬ 
structed below the dam in the cut-off to fill it up. There was ex¬ 
pended on this $18,353.86, which was for maintenance. There was 
expended $3,796.26 in dredging a channel 3,475 feet long, 100 feet 
wide, and 5 feet deep at ordinary summer low water, 33,287 cubic 
yards of sand having been removed. 

OCONEE RIVER. 

There was expended $1,386.58 in dredging 5,677 cubic yards of 
»and from 605 feet of channel; $4,670.50 in carrying on snagging 
operations on 101^ miles of river; and $356.12 in quarrying rock 
which will be used in the closing dam at the cut-off at Bonny Clabber 
Landing. 

OCMULGEE RIVER. 

The new work consisted of improving six rock shoals by the re¬ 
moval of 4,706 cubic yards of rock and 7,997 cubic yards of clay 
from 3,605 linear feet of channel, so as to give a low-water depth of 


174 


RIVER AND HARBOR APPROPRIATION BILL. 


4 feet for a width of 80 feet. A portion of the excavated rock was 
used in constructing training walls. There has been expended on 
this work $8,073.34. The work of maintenance consisted in dredging 
18,537 cubic yards of material from 2,320 linear feet of channel, at an 
expenditure of $1,822.89, and carrying on snagging operations on 205 
miles of channel, 60 miles of which were covered a second time, at an 
expenditure of $2,085.77. 

The expenditures during the fiscal year were $49,972, of which 
$41,899 was for maintenance. 

Condition at the end of fiscal year.— Since the beginning of the 
improvement a navigable steamboat channel has been maintained by 
the removal of snags, stumps, logs, wrecks, overhanging trees, and 
other obstructions. Channel depths have been increased by the ex¬ 
cavation of rock shoals, contraction works, bank protection, closure 
of incipient cut-offs, and dredging. 

The project is of such a nature that the percentage of completion 
can not be stated. On June 30, 1915, the controlling depth on the 
Altamaha Eiver at ordinary low water was 3 feet, on the Oconee to 
Dublin it was 3 feet, with 2 feet above, and on the Ocmulgee it was 
3 feet from the forks to Hawkinsville and 2 feet from that point to 
Macon. These rivers are below the low-water stage considered about 

5 per cent of the time. The expenditures on the present project to 
include June 30, 1916, have been $152,959, of which $109,966 was for 
maintenance. 

Effect of improvement. —The effect of the improvement has been 
to enable navigation to be carried on safely at a stage 3 feet lower 
than was possible before any work was done and to increase the depth 
on shoals by about 2 feet. As nearly as can be determined, this has 
caused a reduction in freight rates at from 25 to 40 per cent. 

Proposed operations— It is proposed to expend the available bal¬ 
ance, $6,885.33, in snagging operations of approximately two months* 
duration and proper care of idle floating plant, with proper reserva¬ 
tion for office expenses. 

It is proposed to expend the funds appropriated in the river and 
harbor act approved July 27, 1916, as follows: $3,000 will be re¬ 
served for the engineer depot at Savannah, Ga.; $12,000 wfill be re¬ 
served for the construction or reconstruction of plant; and the bal¬ 
ance will be expended in carrying forward the improvement by 
the removal of rock shoals and maintenance of the improvement by 
means of removal of snage, sand bars, and the repairs to training 
walls, including the ordinary care and repair of plant and necessary 
percentage for surveys, office expenses, and contingencies. This will 
entail the probable operation of the following plant: 


Operation of snag boat Oconee 10 months_$13, 500 

Operation of snag boat No. 1, or similar plant, 10 months_ 5 ’ 000 

Operation of derrick boat Sapelo 12 months_ 14, 500 

Operation of pipe-line dredge Macon 0 months_ 7 , 000 

Repairs to training walls and bank protection_ 5 ’ 000 


Total--- 45, 000 


It is estimated that $40,000 can be profitably expended during the 
fiscal year ending June 30, 1918, as follows (all amounts include con¬ 
tingencies, care, and repair of plant) : 










RIVER AND HARBOR APPROPRIATION BILL. 


175 


Operation of snag boat Oconee 10 months_$13,000 

Operation of snag boat No. 1 8 months_ 4, 000 

Operation of derrick boat Sapelo 12 months_ 14, 000 

Operation of pipe-line dredge Macon 6 months_ 7,000 

Ptepairs to training walls and bank protection_ 2, 000 


Total __ 40, 000 


Constant snagging operations are necessary on these three rivers, 
as they are subject to frequent freshets and the banks are quite 
heavily wooded. It is proposed to use the derrick boat in removing 
rock shoals. The operation of the dredge is necessary to improve 
such sand shoals which will appear in the low-water season. 

Commercial statistics .—The Altamalia: The principal articles of 
commerce were cotton, 673 short tons, valued at $135,620; fertilizer, 
1,686 short tons, valued at $43,150; naval stores, 1,711 short tons, 
valued at $79,502; and lumber, 67,993 short tons, valued at $557,321. 
For the last three calendar years the commerce has been as follows: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

111,415 

103,306 

76,763 

$1,682,987 

1,896,363 

967,205 

1914. 

1915. 



The Oconee: The principal articles of commerce were cotton, 285 
short tons, valued at $60,370; fertilizer, 3,250 short tons, valued at 
$80,500; oak blocks, 13,725 short tons, valued at $63,450; staves, 
1,462 short tons, valued at $26,316; and lumber, 22,019 short tons, 
valued at $207,100. For the last three calendar years the commerce 
has been as follows: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

10,440 

38,242 

$574,125 

1 1,509,976 
484,091 

1914 . 

1915 . 

41,925 



1 Marked difference in value of commerce for 1914 and 1915 is on account of classified freight having been 
reported as general merchandise in 1914 and an overestimate of the value of same. 


The Ocmulgee: The principal articles of commerce during the cal¬ 
endar year 1915 were cotton, 845 short tons, valued at $156,370; fer¬ 
tilizer,^ 3,400 short tons, valued at $102,000; naval stores, 8,142 short 
tons, valued at $286,977; and lumber, 13,759 short tons, valued at 
$131,447. The Macon-Atlantic Navigation Co. operated their new 
self-propelled steel barge from Macon to the mouth of the river 
during the last five months of the year and anticipates putting on 
another new self-propelled barge about August, 1916. For the last 
three calendar years the commerce has been as follows: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 


28,474 

28,063 

33,645 

$1,388,260 

1,484,645 

1,127,556 












































176 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from Aug. 14, 1876, to June 30, 


1916: 

New work_ $809, 398. 34 

Maintenance_ 221,917.21 


Total_ 1, 031, 315. 55 


Balance available for fiscal year ending June 30, 1917_ 66, 885. 33 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for works of improvement and for maintenance_ 40, 000. 00 


FANCY BLUFF CREEK, GA. 

Location and description. —This waterway is tidal and practically 
unaffected by fresh-water flow. It extends from South Brunswick 
River, at the mouth of Fancy Bluff Creek, 2^ miles west of Bruns¬ 
wick, Ga., up Fancy Bluff Creek to near its headwaters, and thence 
6y a cut 1,200 feet long to the Little Sat'illa River. It has a length 
of 4^ miles. 

Existing project .—The present project (H. Doc. No. 1342, 62d 
Cong., 3d sess., which contains the latest published map) was adopted 
by the river and harbor act of March 4, 1913. It provides for ob¬ 
taining, by dredging, a 4-foot channel 50 feet wide at mean low 
water at an estimated cost of $8,000. It was estimated that little or 
no maintenance would be necessary. However, about $1,000 every 
three years will be needed for this purpose. The waterway has a 
length of 4^ miles. The mean tidal range is 7.2 feet. 

Condition at the end of fiscal year.—A. dredged channel 4 feet deep 
at mean low water and 50 feet wide was finished January 31, 1914, 
completing the project. Subsequent sloughing and shoaling had 
reduced the dredged channel and necessitated the redredging of 
4,350 linear feet of channel. The controlling depth at mean low 
water at the end of the fiscal year was 3.2 feet. There had been 
expended on the present project $9,921.60, of which $8,000 was for 
new work and $1,921.60 was for maintenance. 

Local cooperation. —Prior to the undertaking of this improvement 
on the part of the Federal Government Glynn County, Ga., as indi¬ 
cated above, had made a cut connecting Fancy Bluff Creek with 
Little Satilla River, the cost of which was about $2,500. This cut 
was incorporated in the improvement. 

Effect of improvement .—Passenger and freight traffic from Little 
Satilla to Brunswick had been made possible by the original cut and 
were materially facilitated by the deepening under the present proj¬ 
ect, which eliminates delays due to waiting on tides. It is believed 
that rates have been lowered to some extent, but the amount can 
not be stated. 

Proposed operations. —No funds are available. Due to gradual 
deterioration, it is estimated that $1,000 will be needed during the 
fiscal year ending June 30, 1918, for restoring project dimensions, to 
be used in operating a hydraulic dredge for three weeks. 

Commercial statistics .—The principal articles of commerce for the 
calendar year 1915 were naval stores, 292 short tons, valued at 
$15,977, and lumber and crossties, 1,185 short tons, valued at $5,250. 
The amount and value of the commerce for the last three years has 
been as follows: 










RIVER AND HARBOR APPROPRIATION BILL. 


177 


Comparative statement . 


Calendar year. 

Short tons. 

Value. 

Passengers. 

1913. 

3,840 

3,606 

2,513 

$86,000 
150,692 
84,882 

22,400 
8,000 
10,228 

1914. 

1915. 



Amount expended on all projects from Mar. 4, 1913, to June 30, 1916: 

New work-$8, 000. 00 

Maintenance___,_ 1, 921. 60 


Total_ _ 9, 921. 60 


Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement._ 1, 000. 00 


SATILLA RIVER, GA. 

Location and description. —This river has its headwaters in south¬ 
ern and southeastern Georgia, flows in a generally southeasterly direc¬ 
tion, and empties into the Atlantic Ocean through St. Andrews 
Sound; its length is about 350 miles, of which the lower 67 miles is 
tidal. 

Existing project. —The present project for the improvement from 
the mouth to Burnt Fort, a distance of 52 miles, was adopted by the 
river and harbor act of July 25, 1912, and provides for the removal 
of snags and similar obstructions. It was estimated that the original 
work would cost $6,000, and that $4,000 would provide maintenance 
for a few years. (H. Doc. No. 41, 62d Cong., 1st sess.) The latest 
map of this portion of the river is published as United States Coast 
and Geodetic Survey Chart No. 450. The mean tidal range is 6.9 feet 
at the mouth and 3.4 feet at Burnt Fort. 

The project for the improvement from Burnt Fort up to Way cross 
was adopted by the river and harbor act of March 4, 1913, and pro¬ 
vides for the removal of obstructions and the closing of incipient cut¬ 
offs, at a cost of $10,000, and the appropriation of such amounts as 
should be necessary for maintenance for a few years, until the ad¬ 
visability of continuing the project should be determined. This por¬ 
tion of the river has a length of 114 miles. (H. Doc. No. 1113, 62d 
Cong., 3d sess., with map.) 

The amount needed annually for maintenance can not be esti¬ 
mated until longer experience has been had. 

Conditions at the end of -fiscal year. —The controlling depth to 
Owens Ferry, 30 miles from the mouth, is from 11 to 13 feet at mean 
low water; to Burnt Fort, 52 miles above the mouth, it is 6 feet at 
ordinary summer low water; for 100 miles above Burnt Fort it is 
about 3 feet; and to Way cross, the upper limit of the improvement, 
166 miles above the mouth, it is about 1 foot. It is thought that the 
river will be below the “ ordinary summer low water ” on an average 
of 18 days per year. The river has been cleared of all the most 
troublesome obstructions. The project for the lower 52 miles was 
completed March 4, 1913. The entire project was completed Novem¬ 
ber 27, 1914, for $6,548.41 less than the estimated cost. There had 

H. Kept. 1289, 64-2-12 



















178 


RIVER AND HARBOR APPROPRIATION BILL. 


been expended on the present project $9,970.98, of which $9,451.59 
was for new work, and $519.39 was for maintenance. 

Effect of improvement. —The effect of the improvement on freight 
rates can not be stated; it has, however, extended steamboat naviga¬ 
tion to the Atlantic Coast Line Bridge, 93 miles above the month and 
37 miles above the upper limit of steamboat navigation before the 
improvement. The improvement has also made possible the rafting 
of timber at almost all stages of the river. 

Proposed operation. —It is proposed to expend the available funds, 
$1,621, working over as much of the lower portion of this river as is 
practicable with the funds at hand, removing snags, obstructions, etc., 
with the proper reservation for office expenses, surveys, and contin¬ 
gencies and care of plant. 

It is estimated that during the fiscal year ending June 30, 1918, 
$2,000 will be needed for the operation of one snag boat one month 
in clearing the lower 93 miles of river of snags, etc., with proper res¬ 
ervation for office expenses, surveys, and contingencies and the care 
of plant. 

Commercial statistics. —The chief articles of commerce were cross¬ 
ties, 4,103 short tons, valued at $16,598; lumber, 59,612 short tons, 
valued at $296,625; and naval stores, 1,301 short tons, valued at 
$65,683. The amount and value of the commerce for the last three 
years has been as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

121,098 

$1,724,712 
797,013 
723,447 

1914. 

61,997 

67,398 

1915.,. 



Amount expended on all projects from July 25,1912, to June 30, 1916: 

New work_$9, 451. 59 

Maintenance_ 519. 39 

Total__ 9. 970. 98 


July 1, 1916, balance available_ 1,621.00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement___ 2, 000. 00 

WATERWAY BETWEEN SAVANNAH, GA., AND FERNANDINA, FLA. 

Location and description. —This waterway is tidal throughout. 
It connects Savannah, Ga., and Fernandin'a, Fla., via Skidaway 
Narrows, Creighton Narrows, Little Mud River, Fredbrica Creek, 
Jekyl Creek, and Cumberland River, a distance of 147 miles. 

Existing project. —The existing project (H. Doc. No. 1236, 60th 
Cong., 2d sess., containing the latest published map) was adopted 
by the river and harbor act of June 25, 1912. It provides for obtain¬ 
ing a channel 7 feet deep at mean low water and 150 feet wide by 
means of dredging, possibly supplemented by the construction of 
training walls, over the main inside route, including the following 
special localities, most of which have been partially improved under 

















RIVER AND HARBOR APPROPRIATION BILL. 


179 


former projects, namely: Skidaway Narrows, Creighton Narrows, 
Little Mud River, and Jekyl Creek, these localities being the only 
ones where alternate routes have been prescribed. Auxiliary channels 
were also authorized, as follows: A 7-foot channel at mean low water 
through Three Mile Cut, near Darien, protected channels around St. 
Simons and St. Andrews Sounds with a mean low-water depth of 
3 feet, an 8-foot channel at mean low water to the southern end of 
Cumberland Island, and the 7-foot channel at Club and Plantation 
Creeks, which was under construction as a separate work. This 
waterway, including the supplementary routes, has a length of 183 
miles. The mean tidal range is about 7 feet over the greater part 
of the route, the minimum range being 6.2 feet and the maximum 8 
feet. The estimated cost of the improvement was $237,700. This 
includes the amount necessary to complete the Club and Plantation 
Creeks improvement, viz, $20,700, which amount was appropriated 
in the river and harbor act of June 25, 1910. The estimates should, 
therefore, be reduced to $217,000. This included an estimate of 
$75,000 for partial cost of a dredge to be used on this route and upon 
the Savannah River below Augusta, Ga., but due to the delay in 
adopting the project the necessary plant for the Savannah River had 
already been acquired. 

Condition at the end of fiscal year. —By dredging, supplemented 
by the construction of training walls and closure dams at a feAv local¬ 
ities, the full project depth of 7 feet at mean low water had been 
obtained over the entire main route at one time or another. This 
included cuts at Skidaway Narrows and Creighton Narrows, whicn 
were not formerly portions of the route. The dredged channels had 
generally been of less than the project width of 150 feet. Alternate 
routes at Three Mile Cut and around St. Andrews Sound have been 
dredged. The 12-inch pipe-line dredge Creighton , with the neces¬ 
sary auxiliary plant, was constructed for this waterway and com¬ 
pleted May 31, 1915, at a cost of $62,470.18. At the end of the fiscal 
year the localities with less than the controlling depth of 7 feet at 
mean low water were as follows: Florida Passage, with 6 feet: Big 
Mud River, with 5 feet; Creighton Narrows, with 4 feet; South 
Sapelo Dividings, with 6 feet; and Little Mud River, with 6.5 feet. 
There had been expended on the present project $133,762.84, of which 
$103,641.81 was for new work and $30,121.03 was for maintenance. 

Local cooperation, —In 1883 the Georgia & Florida Steamboat Co. 
contributed $5,000 toward making the cut through Romerly Marsh. 
In 1885, with the approval of the Secretary of Avar, private parties 
deposited $22,108.77, which was used in continuing and completing 
this improvement, the appropriations for the work having been ex¬ 
hausted. These parties were afterwards reimbursed. The rights of 
way for all cuts through marshland have been furnished free of cost 
to the United States. 

Effect of improvement .—The improvement had greatly facilitated 
the movement of coastwise commerce in vessels of moderate size. It 
is impossible to state what has been its effect on freight rates. 

Proposed operations. —It is proposed to expend the available funds 
in the continuation of the improvement by dredging, and the amount, 
$4,352.41, after proper reservation for contingencies, care of plant, 
etc., will operate one hydraulic pipe-line dredge for a month and a 
half. 


180 RIVER AND HARBOR APPROPRIATION BILL. 

It is proposed to expend the funds appropriated in the river and 
harbor act approved July 27, 1916, in continuing the improvement 
and maintenance work, including office expenses, surveys, contin¬ 
gencies, and care and repair of plant, as follows: 

For operation of one hydraulic pipe-line dredge, including care of ' 

plant, 12 months_$35, 000 

For engineer depot at Savannah, Ga- 5, 000 

Total___ 40 > 000 

The operation of one pipe-line dredge will be necessary to take 
care of the shoaling which regularly takes place in the dredged chan¬ 
nels and to continue the work of completing the improvement. 

It is estimated that during the fiscal year ending June 30, 1918, 
$40,000 can be expended for continuing the project and maintenance 
work, as follows, including necessary office expenses, surveys, and 
contingencies, care and repair of plant: 


Operation of one 12-incli pipe-line dredge, 10 months-<$33, 000 

Operation of one 10-inch pipe-line dredge, 4 months-1- 7, 000 

Total____-_ 40, 000 


Commercial statistics .—The principal articles of commerce during 
the calendar year 1915 were crossties, 11,458 short tons, valued at 
$53,463; fish and oysters, 6,781 short tons, valued at $82,679; lumber, 
92,274 short tons, valued at $669,468; oyster shells, 28,247 short tons, 
valued at $52,027; and naval stores, 2,675 short tons, valued at $135,- 
361. The amount and value of the commerce for the last three years 
has been as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

i 204,142 

1157,771 

1157,932 

$4,586,695 
4,042,181 
3,000,627 

1914. 

1915. 



1 Including all lumber. 


Amount expended on all projects from Aug. 2, 1882, to June 30, 

1916: 

New work_$298,138. 77 

Maintenance____:_ 164, 897. 24 


Total___ 463, 036. 01 

Balance available for fiscal year ending June 30, 1917_ 44, 352. 41 

Amount (estimated) required to be appropriated for completion of 
existing project_ 113, 358.19 


Amount that can be profitably expended in fiscal year ending June 


30, 1918: 

For works of improvement__ 20, 000. 00 

For maintenance of improvement_:_ 20, 000. 00 


ST. MARYS RIVER, GA. AND FLA. 


40, 000. 00 


Location and description .—This river has its source in the Oke- 
fenokee Swamp, and flows, first, in a southeasterly direction, and 































RIVER AND HARBOR APPROPRIATION BILL. 


181 


thence due north, thence in a southeasterly direction, and empties 
into Cumberland Sound, about 3 miles north of Fernandina, Fla. It 
has a length of about 180 miles, the lower 80 miles being tidal. 

Existing 'project. —The present project (H. Doc. No. 697, 62d 
Cong., 2d sess., containing the latest published map) was adopted by 
the river and harbor act of July 25, 1912. It provides for securing, 
by dredging, a channel 17 feet deep at mean low water, and with a 
width of 200 feet from the mouth to Crandall, 12.5 miles, at an esti¬ 
mated cost of $14,450; and to clear the channel of snags to Kings 
Ferry, 37 miles above the mouth, and as much farther as may be 
practicable with the sum of $5,000, or a total estimated cost of 
$19,450. The cost of maintenance was to be determined by expe¬ 
rience. This so far indicates that there will be needed for this pur¬ 
pose about $5,000 every two years. The mean tidal range is as 
follows: At the mouth, 5.9 feet and at the Atlantic Coast Line bridge, 
55 miles above the mouth, 1.4 feet. 

Condition at the end of fiscal year. —The dredging necessary to 
secure a channel 17 feet deep at low water and 200 feet wide was 
completed June 13, 1913. The river was cleared of snags in the 
lower 53 miles in May and June, 1913. Snagging operations were 
carried on over the 6 miles below Traders Hill, which is 59 miles 
above the mouth, in December, 1914. The entire project was com¬ 
pleted in December, 1914, for $3,761.64 less than the estimated cost. 
The controlling depth at the end of the fiscal year on the lower 12^ 
miles was 17 feet. The river was very free of snags except the ex¬ 
treme upper portion, which was fairly free of them. There had been 
expended on the present project $21,670.98, of which $15,688.36 was 
for new work and $5,982.62 was for maintenance. 

Local cooperation. —None. The city of St. Marys has a municipal 
wharf with a frontage of 50 feet. 

Effect of improvement. —The improvement has made it possible 
for seagoing vessels to'complete their cargoes in the river. Formerly 
vessels after taking on a part of their cargo proceeded to Fernandina 
or Cumberland Sound, where the remainder of the cargo had to be 
lightered to complete the loading. The effect of the improvement 
on freight rates can not be stated. 

Proposed operations. —The available funds will be expended for 
care of plant and office expenses, at an average monthly rate of $60, 
exhausting same by March 1, 1917. 

It is estimated that for the fiscal year ending June 30, 1918, $7,000 
will be needed for maintenance, to be expended as follows: Opera¬ 
tion of one pipe-line dredge on lower portion, two months, at $3,000, 
and one snag boat one month on upper portion, at $1,000, including 
contingencies; a total of $7,000. 

Recommended modifications of project. —An extension of the proj¬ 
ect is recommended which includes increased depth for the channel 
to the west boundary of St. Marys, Ga., at an estimated cost of 
$31,500 for first construction and $5,000 annually for maintenance. 
(See H. Doc. No. 540, 64th Cong., 1st sess.) 

Commercial statistics. —The principal articles of commerce during- 
the year were crossties, 9,151 short tons, valued at $37,918; naval 
stores, 1.612 short tons, yalued at $84,313; lumber, 86,842 short tons. 


182 


RIVER AND HARBOR APPROPRIATION BILL. 


valued at $549,453. The amount and value of the commerce for the 
last three years has been as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

53,400 
74,038 
100,894 

$1,627,344 

931,891 

1,139,717 

1914. 

1915. 



Amount expended on all projects from July 25, 1912, to June 30, 

1916: 

New work_$15, 688. 36 

Maintenance _ 5, 982. 62 


Total_ 21,670.98 


July 1, 1916, balance available_ 482.06 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 7, 000. 00 

ST. MARYS RIVER, GA. AND FLA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 540, 
Sixtv-fourth Congress, first session. 

The present investigation pertains only to that part of the river between St. 
Marys and the mouth, a distance of 5 miles, in which the mean tidal range is 
5.8 to 5.9 feet. At a cost of approximately $3,500,000, the United States has 
improved the entrance to Cumberland Sound, which now affords a depth over 
the bar of 24 feet at low water. This entrance must be used by all ocean vessels 
bound either for Fernandina or St. Marys. The principal articles of commerce 
on St. Marys River are lumber, timber, crossties, and naval stores, amounting 
to about 53,000 tons, of which about 44,000 tons pertain to the reach under 
consideration. Some of this commerce is carried on light-draft boats and 
barges, and some on vessels drawing up to 20 feet. Deep-draft vessels are 
obliged to lighter part of their cargoes, and the improvement desired is a chan¬ 
nel which will render such lighterage unnecessary. 

The district officer, who is also the division engineer, submits estimates of 
cost of a channel 22 feet deep and 300 feet wide, amounting to $118,7S0.20, 
and of the same depth and 200 feet wide, amounting to $66,080.52, the annual 
maintenance in either case being estimated at $12,000. In his supplemental 
report of October 19, 1915, he submits an estimate for a channel 20 feet deep 
at mean low water and 200 feet wide, in the sum of $31,500, and $5,000 annually 
for maintenance. He expresses the opinion that it is not advisable for the 
United States to undertake the provision of the deeper channel, as specified in 
the act, on account of the large cost of original work and subsequent mainte¬ 
nance, but that it is advisable to provide the smaller channel, at the cost indi¬ 
cated. 

I concur in the views of the district officer and the Board of Engineers for 
Rivers and Harbors, and therefore report that the further improvement by the 
United States of St. Marys River, Ga. and Fla., is deemed advisable to the 
extent of providing a channel 20 feet deep at mean low water and 200 feet wide, 
from deep water at its junction with Cumberland Sound, up to the city of St. 
Marys, at an estimated cost of $31,500 for first construction, and $5,000 an¬ 
nually for maintenance. 

HARBOR AT MIAMI (BISCAYNE BAY), FLA. 

Location and description .—Biscayne Bay is a large, shallow, salt¬ 
water sound lying between the Florida Keys and the mainland on 
the east coast of Florida, near the southern extremity of the penin¬ 
sula. The city of Miami is situated on the west side of the bay, about 
midway between its head and its principal entrance at Cape Florida. 


























RIVER AND HARBOR APPROPRIATION BILL. 


183 


Miami is about 335 miles south of the mouth of the St. Johns River 
and lGO miles north and east of Key West. The harbor embraces the 
aitmcial basins and channels that have been dredged along the city 
front and through the shoal waters of the bay to the ocean. 

Existing project .—The existing project, Which is a modification 
and extension of the former project, was adopted by the river and 
harbor act of July 25, 1912. (H. Doc. No. 554, 62d Cong., 2d sess.) 

The conditions of local cooperation were modified by the river and 
harbor act of March 4, 1913. The project provides for an entrance 
channel 300 feet wide and 20 feet deep at mean low water from the 
ocean to the bay, through the cut made under the previous project, 
^ ith a refuge basin 18 feet deep in the bay near the inner end of this 
cut, and the probable extension of the jetties about 500 feet. The 
plan of improvement embraces dredging and rock excavation in the 
channel, with a land cut through the peninsula and two parallel 
stone jetties, built under the earlier project, with extensions, if neces¬ 
sary, for the protection of the entrance. The estimated cost of the 
new Avork contemplated was $400,000. The mean tidal variation is 
2.2 feet at the entrance and 1.5 feet in the bay. For latest published 
map of the locality, see House Document No. 554, Sixty-second Con¬ 
gress, second session. 

Condition at the end of fiscal year. —Under the first project and its 
modifications, two stone jetties were built at the entrance, the shore 
at the inner ends of the jetties Avas protected by a shore reA 7 etment, 
•Lid a channel was dredged through the rock and sand 18 to 20 feet 
deep and 110 feet Avide for 2,410 feet, and 85 feet wide for the re¬ 
mainder of its length. This channel, however, rapidly shoaled, and 
the result of the work Avas a usable depth not greater than 7 or 8 feet. 
The jetties Avere completed to the 18-foot contour in the fiscal year 
1909 and the shore protection in the fiscal year 1912. No actual im- 
proA'ement work has been done under the existing project. The con¬ 
trolling depth is about 7 feet at mean low water. The cut is not used 
by A T essels, except small launches and fishing boats, others using the 
old entrance at Cape Florida. The total expenditure under the 
existing project to June 30, 1916, has been $1,397.24, all of AAdiich is 
chargeable to neAv Avork. 

Local cooperation .—-The river and harbor act of June 13, 1902, 
adopting the first project, imposed the condition that the Florida 
East Coast Railway Co. should construct at its own expense a basin 
1,600 feet long and 500 feet wide adjacent to the wharves at Miami, 
and a channel not less than 85 feet nor more than 100 feet wide across 
the bay from this basin to the basin to be dug by the United States 
near the entrance, and should contract with the United States to 
secure in the basin and channel depths equal to that obtained by the 
United States in the entrance, and to maintain these depths for three 
years after completion of the entrance channel. It was also required 
that the channel and basin should be open to the free and unob¬ 
structed use of the public, and that the railroad Avharves and other 
facilities should be open to use by all shippers at reasonable rates and 
on just and reasonable conditions. 

A contract containing the required stipulations was entered into 
on October 15, 1902, between the Secretary of War, on behalf of 
the United States, and the Florida East Coast Railway Co. Between 
March, 1903, and January, 1906, the railway company dredged the 


184 


RIVER AND HARBOR APPROPRIATION BILL. 


channel across the bay to a width of 100 to 120 feet and to a least 
depth of 12 to 14 feet at mean low water, and constructed a basin in 
front of its wharves at Miami 1,000 feet long and 500 feet wide, with 
an available depth of 10 feet or over. The amount expended by the 
railway company in this work was over $200,000. 

The river and harbor act of July 25, 1912, adopting the present 
project, as amended by the river and harbor act of March 4, 1913, 
imposes the condition that local interests shall provide suitable ter¬ 
minals, open to public use, and provides that nothing in the act shall 
be construed to relieve the railroad company of its obligations under 
its contract with the United States. 

The railway company declined to do any further work in the chan¬ 
nel across the bay, and suit to enforce specific performance of the 
contract was instituted. The case was tried in July, 1914, and was 
decided adversely to the United States. 

On April 26, i915, the Secretary of War approved terminal plans 
adopted by the city of Miami, and on January 18, 1916, the Secretary 
of War accepted the evidence submitted by the city as satisfactory as¬ 
surance that suitable terminals will be provided as required by the ap¬ 
propriation act. The plans contemplate the construction of wharves 
on the bay front, the excavation of a turning basin in front of them, 
and the dredging of a channel 100 feet wide and 18 feet deep at low 
water from the turning basin across the bay to the inner end of the 
Government cut. Work on both the wharf construction and the 
dredging of the channel is well advanced, and the completion of the 
city’s part of the work by December 1,1916, is anticipated. The cost 
will be about $575,000. the funds being raised by special issues of city 
bonds. 

Before the improvement of Biscayne Bay was undertaken by the 
United States the Florida East Coast Bailway Co. and the Peninsula 
& Occidental Steamship Co. dredged at their own expense a channel 9 
feet deep from the Cape Florida entrance to the railway wharves 
in the Miami Biver. Later, this channel was made 12 feet deep at the 
entrance and up the bay to the new railway wharves on the bay 
front. This channel has been redredged from time to time, and is the 
channel now used by vessels. The cost of the work Avas over $150,000. 

Effect of improvement .—The project in its incomplete state has had 
no effect on freight rates and has afforded no direct benefit to com¬ 
merce. 

Proposed operations .—Available funds will be applied to dredging 
the entrance channel to project dimensions, doing the work by con¬ 
tract if reasonable prices can be secured, otherAvise with United States 
plant. It is expected that this work will be completed by December 
1, 1917. 

With funds asked for in the estimate for 1918 it is proposed to 
repair the shore revetment, extend the jetties, and dredge for mainte¬ 
nance as required. The folloAving detailed application of funds is 
proposed: 


For extending the jetties by contract_$110. 000 

For repairing shore revetment_ lO* 000 

For superintendence, office expenses, and contingencies_ 15^000 

For operating United States dredge, for maintenance, 3 months at 

$8,333- 25, 000 


Total-- !60, 000 








RIVER AND HARBOR APPROPRIATION BILL. 


185 


Commercial statistics. —The water commerce for the calendar year 
1915 consisted of brick, canned goods, cement, fish, grain and hay, 
hardware, machinery, oranges and grapefruit, oils and gasoline, 
rock, sand, and vegetables. The tonnage for the year amounted to 
388,812 short tons, valued at $4,746,689, an increase in tonnage over 
the preceding year of 217.4 per cent. The increase is in two items, 
sand and stone, for building purposes. The commerce is handled 
by steamers and schooners drawing 8 to 11 feet, by fishing boats 
drawing 4 to 5 feet, and the sand and shell in barges. Little or none 
of this commerce used the channel under improvement by the United 
States. 

Comparative statement. 


Calendar year. 

Tons. 

Value. 

1913. 

123,850 
122,789 
388,812 

$2,946, 808 
3,197,136 
4, 746,689 

1914... 

1915.;. 



Amount expended on all projects from June 13, 1902, to June 30. 


1916: 

New work_._$554, 846. 02 

Maintenance_ 11, 953. 33 


Total_ 566, 799. 35 . 


Balance available for fiscal year ending June 30, 1917_ 237, 203.12 

Amount (estimated) required to be appropriated for completion 

of existing project_ 160, 000. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for works of improvement_ 160, 000. 00 


BOCA CE1GA BAY, FLA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
135, Sixty-third Congress, first session: 

Boca Ceiga Bay is a tidal sound lying between the western coast of Florida 
and the keys bordering said coast. Under the approved project for improve¬ 
ment of this locality, adopted June 25. 1910 (see H. Doc. No. 1190, 60th Cong., 
2d sess.), a channel 7 feet deep and 100 feet wide has been dredged through 
the lower part of Boca Ceiga Bay, and the plan contemplates the dredging 
of a channel of similar dimensions to connect with Tampa Bay, indicated on 
the accompanying map as Al. In lieu of this channel, for which funds are 
not available, the district officer now proposes to make the cut indicated as 
A2, which will not only shorten the distance between Boca Ceiga Bay and 
St.’Petersburg and Tampa, but will effect a material saving in original outlay. 
The estimated cost of dredging a channel 8 feet deep and 100 feet wide 
through A2 is $10,700, as compared with $19,000 for a channel of similar 
dimensions through Al. He recommends that the approved project for im¬ 
provement of Clearwater Harbor and Boca Ceiga Bay be modified to include 
the channel via A2. With reference to the proposed cut near Maximo Point, 
the district officer finds no commercial demand for such a channel, and for 
reasons stated does not recommend it. The division engineer concurs with the 
views of the district officer. 

I concur in general with the views of the district officer, the division en¬ 
gineer, and the Board of Engineers for Rivers and Harbors, and therefore in 
carrying out the instructions of Congress I report as follows: That the im¬ 
provement by the United States of Boca Ceiga Bay, Fla., is deemed advisable 
so far as to secure an available channel depth of 8 feet and a channel width 
of 100 feet, increased at entrances, from Tampa Bay to Boca Ceiga Bay, iu 
lieu of the channel contemplated by the existing project, following in general 





















186 


RIVER AND HARBOR APPROPRIATION BILL. 


the methods described in the report of tbe district officer, at an. estimated cost 
of $10,700 for first construction and $1,000 annually for maintenance. 

HARBOR AT ST. PETERSBURG, FLA. 

Location and description .—St. Petersburg is situated on the west 
shore of Tampa Bay, about 17 miles from Egmont Light, 21 miles 
from Tampa, and 8J miles from Port Tampa. The harbor under 
improvement by the United States is an artificial basin within the 
shore line, called Bayboro Harbor. The basin and the channel con¬ 
necting it with the bay were dredged by private interests about 1911. 
The basin was originally made 1,360 feet long, 450 feet wide, and 14 
feet deep, and the channel was 120 feet wide and 13 feet deep. 

Existing project. —The existing project, which is the original proj¬ 
ect, was adopted by the river and harbor act of July 25, 1912. (H. 

Doc. No. 512, 62d Cong., 2d sess.) It provides for securing in the 
channel from Tampa Bay into Bayboro Harbor, by dredging, an 
available depth of 10 feet at mean low water, with a width of 200 
feet at the outer end, gradually widening to about 285 feet at the 
shore line, as defined by the eastern side of First Street, and for 
protecting the channel by the construction of a single random stone 
jetty on the south side. The estimated cost of the work was $32,000, 
increased in 1915 to $47,000, with $1,500 annually for maintenance. 
The mean tidal variation is 1.84 feet. For latest published map, see 
page 2466 of the Annual Eeport for 1915. 

Condition at the end of fiscal year .—The project is about 75 per 
cent completed. The channel has been dredged to full project dimen¬ 
sions, and the jetty is sufficiently advanced to afford considerable 
protection. Shoaling has occurred in the channel, and it is not 
improbable that a second jetty may ultimately prove necessary. 
The controlling depth at mean low water is about 9 feet, and the 
ruling width is about 100 feet. To complete the project the jetty 
must be extended to the 10-foot curve in the bay and brought to full 
height and capped throughout its length, except for the first 155 
feet. The total expenditure under the existing project to June 30, 
1916, has been $33,781.64, of which $32,688.62 was for new work and 
$1,093.02 was for maintenance. 

Local cooperation .—The river and harbor act of July 25, 1912, 
adopting the project, imposed the condition that local interests should 
do all necessary work inside the shore end of the jetty, including the 
widening of the basin 175 feet and rounding off the corner at the 
entrance, and the maintenance of the basin to a depth of 10 feet at 
mean low water; and that the city’s frontage of 600 feet on the 
basin will be moved northward, and the land along Salt Creek be 
reserved for future enlargements, the exact lines to be determined 
by the Chief of Engineers. 

In compliance with these conditions the city purchased the neces- 
carv additional frontage on the east side of the basin and the water 
lot lying to the east and north of the dredged channel, and adopted 
a plan for present and future development thereon; purchased a right 
of way for a municipally owned railroad to reach its property;' 
and entered into contract for dredging the basin and the approach 
channel inside the eastern side of First Street. The lines and plans 
for future development were approved by the Chief of Engineers on 



RIVER AND HARBOR APPROPRIATION BILL. 


187 


May 15, 1913, and by the Secretary of War on May 16, 1913. Evi¬ 
dence of the purchase of the land and the adoption of the plan, with a 
bond^ guaranteeing its execution, were submitted to the Secretary 
of War and accepted by him on June 15, 1914. The city has re¬ 
dredged the basin and the channel inside the shore line to a depth 
of 10 feet at mean low water and has dredged a 200-foot channel of 
the same depth along the face of pier No. 1 from the entrance channel 
to the basin. A substantial concrete wharf 300 feet long has been 
built on pier No. 1, adjacent to this channel, and the area behind it 
paved and connected with First Street by a paved roadway. The 
city has expended $46,100 in this work. The funds were raised by 
the sale of a special issue of city bonds. 

The initial work on the basin, which forms the basis of the project, 
was done by a local corporation, at its own expense, at a cost of about 
$90,000. This work antedated the adoption of the project. 

Effect of improvement .—In its incomplete state the improvement 
has as yet been of little benefit to commerce. It is the intention of 
the city to encourage the transfer of all commercial water traffic to 
Bayboro as soon as the work there is completed, reserving the city 
front for pleasure boats. The improvement has had no effect on 
freight rates. 

Proposed operations .—Available funds will be applied to comple¬ 
tion of the south jetty and to dredging for maintenance in the chan¬ 
nel. Annual maintenance in this channel must be anticipated. To 
provide for maintenance dredging as required during the fiscal year 
1918, the following estimate is submitted: For operating U. S. 
dredge Sarasota one month, $1,500. 

Commercial, statistics .—The water-borne commerce for the calen- 
lar year 1915 consisted of brick, cement, fish, gasoline, fertilizer, 
hardware, lumber, pipe, and general merchandise. The tonnage for 
the year amounted to 16,486 tons, valued at $679,623, being a decrease 
in tons of 36.5 per cent under the preceding year, the loss principally 
being made up of shell tonnage which, due to the completion of 
roads, is not an item in the tonnage of the present year. This ton¬ 
nage was carried in steam and gasoline boats drawing 2J to 7 feet. 
Only the gasoline and lumber, constituting about 28 per cent of the 
total, used, the channel under improvement by the United States, the 
remainder being handled at the wharves on the city front. 

Comparative statement. 


Calendar year. 

Tons. 

Value. 


24,572 

81,273,300 


25,780 

1.067,050 


16,486 

679,623 


Amount expended on .all projects from July 25, 1912, to June 30, 


New work_$32, 688. 62 

Maintenance_ 1» 693.02 


rpQtej_ 33, 781. 64 


Balance available for fiscal year ending .Tune 30, 1917- 17, 208. 36 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement-- 1, 500. 00 























188 


EIVEE AND HAEBOE APPEOPEIATION BILL. 


HILLSBORO BAY, FLA. 

Location and description. —Hillsboro Bay is the eastern of' the two 
arms into which Tampa Bay is divided by the Gadsden Peninsula. 
The entrance is 25 miles from the entrance to Tampa Bay. The bay 
is about 9 miles long and 4| miles wide. 

Existing project. —The existing project, providing for an increase 
in depth to 24 feet, was adopted by the river and harbor act of June 
25, 1910. (H. Doc. No. 634, 61st Cong., 2d sess.) It provides for 

securing and maintaining a channel 200 feet wide and 24 feet deep 
at mean low water from Tampa Bay to the turning basin at the 
mouth of Hillsboro River, following the line of the 20-foot channel 
secured under the previous project; thence eastwardly 300 feet wide 
and 24 feet deep to the mouth of the Ybor Estuary, and north¬ 
wardly up the estuary to Ybor City; and a channel 200 feet wide and 
24 feet deep from the mouth of the estuary southwardly through 
Sparkman Bay and the Tampa Northern Channel to the main chan¬ 
nel. The improvement is to be effected by dredging and rock ex¬ 
cavation. The estimated cost is $1,750,000 for construction and 
$20,000 per year for maintenance for the first five years after com¬ 
pletion and $10,000 per year thereafter. The mean tidal variation 
is 1.5 feet at the entrance to the bay and 2.2 feet at Tampa. For 
latest published map see House Document No. 634, Sixty-first Con¬ 
gress, second session, and Annual Report for 1914, page 2130. 

Condition at the end of fiscal year. —The project is about 90 per 
cent completed. The main channel, Hillsboro Turning Basin, and 
Hendry and Knight Channel are completed to full dimensions; Ybor 
Turning Basin is completed except for a small area near its southern 
end; Ybor Channel is completed except the western half of the 
first 1,100 feet, where the depths, over rock, range from 17 to 22 
feet, and scattered rock areas elsewhere, where the depths range from 
20 to 23.5 feet; Tampa Northern Channel has been dredged to full 
depth, 150 feet wide, for three-quarters of its length, and partly 
dredged for the remainder of its area; and soft material overlying 
rock has been removed from Sparkman Bay Channel. The con¬ 
trolling depths at mean low water are 24 feet in the main channel, 
Hillsboro Turning Basin, and Hendry and Knight Channel; 20 feet 
in the Ybor Channel; and about 12 feet in Sparkman Bay-Tampa 
Northern Channel. To complete the project rock remaining in Ybor 
Channel, and rock and shoaled material in Sparkman Bay-Tampa 
Northern Channel and lower end of Ybor Turning Basin" must be 
removed. The total expenditure under the existing project to June 
30, 1916, has been $1,510,770.04, of which $1,421,639.51 was for new 
work and $89,130.53 was for maintenance. 

Local cooperation— -The river and harbor act of June 25, 1910 r 
adopting the project, imposed the following conditions: 

That no expenditure be made on that part of the harbor between the new 
turning basin and Ybor City until the Secretary of War is assured that the local 
municipality will construct wharves or slips having an available length not less 
than 1.400 feet, which shall be open for the use of the general public under 
reasonable regulations and charges, and also that the municipality has obtained 
such control of the property for at least 700 feet on each side of the proposed 
Ybor Channel throughout its length as will insure its use primarily in the 
interest of general commerce, on equal terms to all; and that all wharfage 
charges and regulations shall be reasonable and fully controlled by the 
municipal authorities and subject to the approval of the Secretary of War. 


RIVER AND HARBOR APPROPRIATION BILL. 


189 


In compliance with these conditions, the city purchased 1,400 feet 
of frontage on the Ybor Estuary Channel, and secured from the 
property owners the required control of the property on each side 
of the estuary. The evidence submitted by the city was accepted 
by the Secretary of War on April 18, 1911. A plan of development 
of the estuary zone, submitted by the city, was approved by the 
Secretary of War on August 8,1913. No actual work of a permanent 
character has been done toward the construction of the city’s wharves 
or slips, and the schedule of wharfage charges and regulations has 
not been submitted for approval. The plans for the city’s terminals 
are not yet fully worked out, but the cost of the work contemplated, 
including the purchase of land, construction of a municipal railway, 
and construction of wharves and slips will probably be over $225,000. 
The funds will be derived from the sale of city bonds issued for the 
purpose and from special tax levies. 

After the completion of the 20-foot project a 20-foot channel, 300 
feet wide and about 3,000 feet long, was dredged by private capital 
eastward along the water front from the turning basin. This work 
was completed in 1909 at a cost of about $95,000. While undertaken 
primarily as a commercial enterprise, this channel has been of great 
value in the development of the port. This channel known as the 
Hendry and Knight Channel, was adopted as part of the present 
24-foot project, and is now under improvement by the United States. 

In 1907 the Tampa Northern Railroad Co. dredged a 20-foot chan¬ 
nel 100 feet wide and 2,600 feet long from the main channel to their 
terminals on Hookers Point. This was primarily a private enter¬ 
prise; but the outer 50 feet of this channel for its entire length was 
adopted as a part of the 24-foot project and is now under improve¬ 
ment by the United States. 

Effect of improvement .—The improvement, in connection with the 
improvement of Tampa Bay, has created a deep-water port and has 
provided an outlet for the immense phosphate and lumber resources 
of central Florida. It has made Tampa the receiving and distribut¬ 
ing center for a large area and has contributed largely to the develop¬ 
ment of this part of the State, and has lowered freight rates probably 
40 per cent. 

Proposed operations .—Available funds will be applied to payments 
under contract in force, to repairs and alterations of the U. S. dredge 
Barnard , and to her operation in the rock area; to removal by con¬ 
tract of such rock as the Barnard is unable to remove; and to office 
expenses, care of plant, and miscellaneous expenses. It is expected 
that funds now available will be sufficient to complete the project. 

In the interior channels of Tampa Harbor the currents are not 
sufficient to remove the large quantities of soft material brought into 
the channels by rain wash and the degradation of the banks and sides 
of the dredged cut. Shoaling in these channels, particularly in Ybor 
Channel, has been much greater than was anticipated, and the cost of 
annual maintenance, at least for the present, will be considerably 
more than originally estimated. After conditions along these chan¬ 
nels become stable and the shores have been more generally pro¬ 
tected by bulkheads and wharves, it is anticipated that the annual 
maintenance cost will be reduced. To provide for maintenance 
dredging during the fiscal year 1918, for the necessary care and 
upkeep of the dredging plant pertaining to the work, and for neces- 


190 


RIVER AND HARBOR APPROPRIATION BILL. 


sary office and overhead expenses, the following estimate is sub¬ 
mitted : 


For operation of U. S. dredge Barnard , 4 months, at $8,500_$34, 000 

For care and repair of dredge Barnard and other plant_ 16, 000 

For ollice expenses, supervision, and contingencies_ 10, 000 

Total___ 60, 000 


Commercial statistics .—The water commerce for the calendar year 
1915 consisted of brick, cattle, cement, coal, cigars, fish and oysters, 
flour, fruits, fuller’s earth, grain, ice, logs and lumber, oils, phos¬ 
phate, sand and shell, water, and miscellaneous merchandise. The 
total tonnage for the year amounted to 1,251,027 short tons, valued 
at $34,699,112, a decrease in tons under the preceding year of 4.1 per 
cent. The total value, however, increased 2.6 per cent. The prin¬ 
cipal decreases were in phosphate, coal, and grain; the principal 
increases in lumber, oil, and miscellaneous merchandise. The export 
business is chiefty carried in ships drawing generally from 20 to 26 
feet, coastwise trade in ships drawing 18 to 24 feet, and bay and 
local trade in steamers and launches drawing up to 8 or 9 feet. All 
traffic passes over some portion of the improved channels. 


Comparatire staternent. 


Calendar year. 

Tons. 

Value. 

1913. 

1,319,283 
1,318,749 
1,251,027 

836,941,311 
33,812,025 
34,699,110 

1914. 

1915. 



Amount expended on all projects from June 14, 1880, to June 30, 


1916: 

New work_$2,144, 689. 97 

Maintenance_ 106, 237. 77 


Total_ 2, 250, 927. 74 


Balance available for tiscal year ending June 30, 1917_ 361, 824. 47 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 60, 000. 00 


TAMPA HARBOR, FLA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1345, Sixty-fourth Congress, first session: 

The improvement of Tampa Harbor is included in the existing project for 
Hillsboro Bay (see preceeding item). The connecting channel through Tampa 
Bay to the Gulf of Mexico has been improved under the project for Tampa Bay, 
which provides for a depth of 26 feet from the Gulf to Port Tampa. The com¬ 
merce of Tampa and Port Tampa has increased with marked rapidity in recent 
years, and now amounts to over 2,000,000 tons annually. A large part of the 
tonnage is of a class requiring deep-draft boats for its economical transporta¬ 
tion, and the existing channel facilities have already been outgrown to such an 
extent that many vessels can not load to full capacity at Tampa and are 
forced to drop down into Tampa Bay to complete their loads by lighterage, 
or seek additional cargo at other ports. The district officer has given con¬ 
sideration to the advisability of providing depths of 27 and 30 feet. On account 
of the excessive cost of the latter depth, due chiefly to the large amount of rock 
excavation involved, he believes that such a depth is not now justified, but he 




























RIVER AND HARBOR APPROPRIATION BILL. 


191 


expresses the opinion that under certain conditions of local cooperation the 
harbor of Tampa is worthy of further improvement by the United States to the 
extent of providing a channel 27 feet deep at mean low water, from the Gulf 
to the head of the Ybor Estuary Channel in the city of Tampa, by way of Hills¬ 
boro Bay and the Tampa Northern-Sparkman Bay Channel, and to the turning 
basin at the mouth of the Hillsboro River, by way of the main channel west 
of Seddon Island ; and also from the turning basin at the mouth of the Hills¬ 
boro River to the turning basin at the lower end of the Ybor Estuary Channel, 
by way of the Hendry and Knight Channel, the widths to be 500 feet on the 
bar. 300 feet in Tampa Bay, Ybor Estuary, and Hendry and Knight Channels, 
and 200 feet in Hillsboro Bay, Tampa Northern-Sparkman Bay, and Seddon 
Island Channels, with turning basins at the mouth of Hillsboro River and at 
the entrance to the estuary, as shown on accompanying maps, at a total esti¬ 
mated cost (O’ $1,-125.000. The division engineer concurs in the conclusions and 
recommendations of the district officer. 

The Board of Engineers for Rivers and Harbors concurs in the views of the 
district officer and the division engineer, with a slight modification of the recom¬ 
mended conditions of cooperation. 

I concur in the views of the district officer, 

Rivers and Harbors, 
the United States of 
extent of providing a 
Mexico up to and in 


Board of Engineers for 
further improvement by 
deemed advisable to the 
water from the Gulf of 


the division engineer, and the 
and therefore report that the 
the harbor at Tampa, Fla., is 
depth of 27 feet at mean low 
the several channels of Tampa 


>y the Secretary of War, or such 
adequate warehouses and storage 


Harbor, with widths as specified above, and shown on accompanying maps, at 
a total estimated cost of $1,425,000 for construction, about $25,000 a year for 
maintenance during construction, and $65,000 a year for some time after com¬ 
pletion, subject to the following conditions: That no work shall be done by 
the United States under such project until the city of Tampa shall have given 
assurances, satisfactory to the Secretary of War. that the city of Tampa will 
within a reasonable time, and when in his opinion the facilities are needed, 
acquire full ownership and possession of sufficient land for the establishment 
of terminals fronting on the Ybor Estuary; will complete the construction 
thereon of piers and slips in accordance with the plans for the development of 
the Ybor Estuary Zone, heretofore approved 
modified plans as he may approve; will build 
sheds on these piers and equip them with suitable rail connections and freight¬ 
handling appliances; will construct and put in operation a municipal railroad 
having physical connection with all railroads entering the city of Tampa and 
serving the channel frontage on both sides of the estuary, in accordance with 
the plan of development of the estuary zone approved by the Secretary of 
War; will open, pave, and make available for use a sufficient number of streets 
and highways to give proper access to all parts of the estuary channel front¬ 
age ; and will open these terminals for business under a schedule of reasonable 
wharfage charges and a set of regulations to be approved by the Secretary 
of War for the control and operation of the property fronting on the estuary 
channel, designed to insure its use primarily in the interests of general com¬ 
merce, on equal terms to all: And provided further , That no work shall be 
done in the channels constituting the harbor of Tampa proper until local inter¬ 
ests shall agree to provide, without cost to the United States or to any con¬ 
tractor for the work a suitable place for deposit of material dredged from these 
channels. 


APALACHICOLA BAY, FLA. 

Location and description .—Apalachicola Bay is situated on the 
coast of northwest Florida 160 miles east of Pensacola Harbor. It is 
about 4 miles wide and 16 miles long from east to west, opening into 
St. Georges Sound on the east and into St. Vincent Sound on the 
northwest. The bay is separated from the Gulf of Mexico by St. 
Georges Island and communicates with it by West Pass on the west 
and through St. Georges Sound by East Pass on the east. The bay is 
formed partially in the mouth of the Apalachicola River and par¬ 
tially along the coast. The town of Apalachicola, situated on the 


192 


RIVER AND HARBOR APPROPRIATION BILL. 


northern shore at the mouth of the Apalachicola River, is about 15 
miles from the Gulf of Mexico. 

Condition at the end of fiscal year. —A timber bulkhead 9,874 feet 
in length has been constructed to protect the already completed 10- 
foot channel at the mouth of the Apalachicola River. The 18-foot 
channel through Link Channel and West Pass was 20 per cent com¬ 
pleted. At the end of the fiscal year the channel at the mouth of the 
river had shoaled to 7 feet in depth; Link Channel to 17 feet; and 
West Pass to 12 feet. Bulkhead Channel was in good condition. The 
entire project is 80 per cent completed. The improvement has re¬ 
sulted in a decided increase in the depth of the channel across the bar 
at the mouth of the river, varying from approximately 6.5 feet to 4 
feet over the original depth. The work remaining to complete the 
project is the completion of the channel through Link Channel and 
West Pass to the Gulf. That portion of the project including the 10- 
foot channel at the mouth of the river was completed in 1909. The 
old bulkhead at the mouth of the Apalachicola River was partially 
repaired, but is still in bad condition and needs additional work of 
maintenance. The total expenditures under the existing project to 
the end of the fiscal year were $82,144.59 for new work and $119,750.42 
for maintenance, making a combined total of $201,895.01. 

Effect of improvement .—The improvement at the mouth of Apa¬ 
lachicola River has increased the facilities for commerce at this port 
and has resulted in a substantial reduction in freight rates to and 
from Apalachicola. The small amount of work accomplished on 
Link Channel arid West Pass has had no commercial effect. 

Proposed operations .—With the funds on hand at the end of the 
fiscal year and the funds appropriated by the river and harbor act 
approved July 27, 1916, it is proposed to continue repairs to the 
existing bulkhead at a cost of $6,000 during the month of September, 
using the U. S. snag boat Chattahoochee and the U. S. towboat 
Columbus at an estimated monthly operating cost of $5,500; and to 
dredge to the project depth the channel across the mouth of the river 
at a cost of $5,000, using the dredge Muscogee during the months of 
April and May at a monthly operating cost of $2,500. It is expected 
that the funds will be exhausted on June 1, 1917. Expenditures will 
be for maintenance. 

It is estimated that $14,000 will be needed for work of mainte¬ 
nance in the fiscal year 1918. 

Commercial statistics .—The commerce for this harbor for the 
calendar year 1915 was 22,947 short tons, valued at $1,462,948, all of 
which used the improvement. It consisted principally of grain, 
dressed and kiln-dried pine and cypress lumber, timber, naval stores, 
manufactured iron and steel, and miscellaneous merchandise. The 
usual limit of draft for loaded boats is 8 feet. 


Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

42,900 
29,775 
22,947 

$2,027,901 
1,749,822 
1,462,948 

1914. 

1915.. 











RIVER AND HARBOR APPROPRIATION BILL. 


193 


There is no change in the nature of the commerce resulting from 
the improvement. The Southeastern Steamship Co. ceased opera¬ 
tions during the calendar year 1914 and their steamer, the Falcoln, 
is now tied up at Carrabelle. The decrease from last year’s report 
was caused by the inability to obtain bottoms for the export lumber 
and timber trade. This decrease is, in all probability, a temporary 
one. 


Amount expended on all projects from 1833 to June 30, 1910: 

New work_$216, 758. 09 

Maintenance!_ 288, 516.18 


Total- 505, 274. 27 


Balance available for fiscal year ending June 30, 1917_ 11, 076. 02 

Amount that can be profitably expended in fiscal year ending .Pune 

30, 1918, for maintenance of improvement_L 14, 000. 00 


ST. ANDREWS BAY, FLA. 

Location and description. —St. Andrews Bay, lying behind low 
sand spits and low sand islands, is located on the northwest coast 
of the State of Florida 110 miles east of the entrance to Pensacola 
Harbor. The bay proper is parallel with the coast line, is about 10 
miles long by 2 miles wide, and is connected at about mid-point with 
the Gulf of Mexico through an arm 2-| miles wide, extending approxi¬ 
mately 4 miles in a southeasterly direction. East Bay is a prolonga¬ 
tion of the main bay running from its east end and parallel to the 
coast for about 12 miles. At the eastern end of this bay is the en¬ 
trance to the waterway between Apalachicola River and St. Andrews 
Bay. 

Existing project .—The existing project is to secure a channel 22 
feet deep and 200 feet wide through East Pass from the Gulf of 
Mexico to St. Andrews Bay. This project was authorized by the 
river and harbor act approved June 25,1910 (see H. Doc. No. 12, 61st 
Cong., 1st sess.), at an estimated cost of $203,560, with an estimated 
annual maintenance of $20,000. The length of the channel to be 
dredged on the outer bar through East Pass was 10,000 feet, while 
through Camel Back Shoals the distance was 6,000 feet. The latest 
published map of St. Andrews Bay will be found in House Docu¬ 
ment No. 789, Sixty-fourth Congress, first session. 

Condition at the end of fiscal year .—The project was completed in 
1914, resulting in an increased depth over the original condition of 
11 feet. The work during the past year has consisted in regaining 
the project depth and the project width with minor exceptions by 
increasing the controlling depth by 2.6 feet. The controlling depth 
at the end of the fiscal year at mean low water was 22 feet. The total 
expenditures under the existing project up to the end of the fiscal 
year was $203,560 for new work and $70,096 for maintenance, mak¬ 
ing a combined total of $273,656. 

Effect of improvement .—The effect of the improvement at this 
harbor has been to materially increase facilities for the entrance of 
deeper draft vessels, with a consequent increase of water-borne 
freight. It is not known whether or not the improvement has had 
any effect on freight rates. 

II. Kept. 1289, 64-2——13 










194 


RIVER AND HARBOR APPROPRIATION BILL. 


Proposed operations. —With the funds available work will be con¬ 
tinued during the month of July, 1916, using the U. S. dredge 
Charleston. This work will practically exhaust the funds. 

It is estimated that $36,000 will be needed during the fiscal year 
1918, to be expended as follows: $20,000 for maintenance of the chan¬ 
nel by the U. S. dredge Caucus at a monthly operating cost of $5,000; 
repairs to plant, including annual repairs to the dredge Caucus , 
$12,000; surveys and incidental expenses, $4,000. 

Including the present fiscal year there will have been expended 
on maintenance at this work an average of $35,096.52 per year for 
two years; this average and the above estimate is in excess of the 
amount originally estimated for annual maintenance, but it is to be 
noted that the present estimate is to cover practically all of the silting 
which may occur during the fiscal year 1917, as well as that which 
will take place in 1918. Moreover, this being a new project additional 
work of maintenance will be required for the first few years until the 
exact location of the channel most suitable for local conditions has 
been determined, after which it is anticipated that maintenance costs 
will materially decrease. 

Commercial statistics. —The commerce for this harbor for the cal¬ 
endar year 1915 was 130,479 short tons, valued at $3,355,902, all of 
which used the improvement. It consisted principally of brick, cot¬ 
ton, grain, lumber, timber, naval stores, and miscellaneous merchan¬ 
dise. The usual limit of draft for loaded boats is from 18 to 20 feet 
for timber products, nearly four-fifths of the total tonnage, and 8 
feet for most other commodities. 

Gompara tire sta tern ent. 


Year. 

Short tons. 

Value. 

1913. 

116,622 
115,991 
130,479 

SI 837 351 

1914. 

2 219* 380 

1915. 

3,’355’902 



There were 1,162 tons of cotton, valued at $278,880, shipped during 
the calendar year, which is the first commerce of this nature since the 
beginning of the improvement. 


Amount expended on all projects from July 25, 1910, to June 30. 

1916: 

New work- $203,560.00 

Maintenance —-- 70, 096. 00 


Total- 273,656.00 

July 1, 1916, balance available_ 6.361.04 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 36, 000. 00 


8T. JOHNS RIVER, FLA., JACKSONVILLE TO THE OCEAN. 

Location and description. —This river rises in the marshes of Bre¬ 
vard County, Fla., near the east coast, and flows northwestwardly to 
Jacksonville, thence eastwardly into the Atlantic Ocean, 122 miles 
south of Savannah Fiver. Its total length is about 285 miles. 

Existing project. —The existing project, contemplating an increase 
in depth to 30 feet, following the methods of improvement used 


















RIVER AND HARBOR APPROPRIATION BILL. 


195 


under former projects, was adopted by the river and harbor act of 
June 25, 1910. (H. Doc. No. 611, 61st Cong., 2d sess.) It provides 

for securing and maintaining a channel 30 feet deep at mean low 
water from Jacksonville to the ocean, following generally the line of 
the 24-foot channel secured under the previous project, the width to 
be 300 feet in the straight reaches, increasing to as much as 600 feet 
in the bends and through the jetties, with an anchorage basin oppo¬ 
site Mayport (3| miles from the mouth), 800 feet in width beyond 
the channel limits. The plan of improvement embraces two con¬ 
verging stone jetties at the mouth, dredging and rock excavation in 
the river and between the jetties and on the bar, and rock training 
walls and shore protection in the river, with possibly a cut-off dam 
in Mill Cove Channel (1-2| miles from the mouth). The estimated 
cost is $2,852,000 for construction and $60,000 per year for the first 
five years after completion for maintenance. This does not include 
the restoration of the jetties to their original section, which may 
ultimately be required. The length of the section included in the 
project is 28 miles. The tidal variation is 5.22 feet at the bar, 4.3 
feet at Mayport, 1.8 feet at Dames Point (14 miles from the mouth), 
and 0.8 foot at Jacksonville. For latest published map from Jack¬ 
sonville to the ocean see House Document No. 611, Sixty-first Con¬ 
gress, second session; for latest published map of the entrance see 
page 2439 of Annual Report for 1915. 

Condition at the end of fiscal year .—The project is about 88 per 
cent completed. The jetties were completed in the fiscal year 1904 
to the full length now contemplated, but are not full height at the 
outer ends. The channel over the outer bar and between the jetties 
to Pilot Town has been fixed in position, widened, and deepened, but 
has not yet reached full project depth and width throughout. The 
Mayport anchorage has been dredged to a depth of 27 feet. The 
channel in the river has been fixed and protected by training walls, 
and has been dredged to full project depth and width except in Mile 
Point, White Shells, Dames Point, Six Mile Creek, Drummond Creek, 
and Arlington Cuts, where rock was found at from 26 to 30 feet. 
The controlling depth at mean low water is 27 feet on the bar and 26 
feet to Jacksonville. To complete the project the channel over the 
outer bar must be deepened 3 feet, and the channel between the jetties 
and up to Pilot Tow-n must be wddened in portions where it is still 
from 100 to 200 feet less than the project width, the cuts through rock 
areas in the river channel must be deepened, and extensions of train¬ 
ing walls may be required. The total expenditure under the existing 
project to June 30,1916, has been $2,545,282.88, of which $2,342,020.58 
was for new work and $203,262.30 w r as for maintenance. 

Local cooperation .—None is required by the appropriation act. 
Between 1892 and 1894 Duval County expended $303,206.25 in build¬ 
ing training walls and shore protection and dredging between Dames 
Point and Mile Point to secure an 18-foot channel through this 10- 
mile stretch. The funds were derived from the sale of county bonds 
issued for the purpose. The city of Jacksonville has practically com¬ 
pleted a system of extensive, thoroughly modern municipal terminals 
w r ith storage yards, warehouses, handling appliances, and rail con¬ 
nection with all railroads entering the city, and has begun to render 
service. The city has also begun the construction of a smaller wdiarf 
nearer the business center of the city. The cost of these terminals 


196 


RIVER AND HARBOR APPROPRIATION BILL. 


will be about $1,500,000, and the funds were raised by a special issue 
of city bonds. 

Effect of improvement. —The improvement of this river has made 
possible the establishment of regular transportation facilities, re¬ 
sulting in the development of a large and growing water-borne com¬ 
merce in coal, cement, fertilizer, phosphate, lumber, and other com¬ 
modities. It has resulted in establishing favorable freight rates for 
the port, and it is believed that but for the improvement the rates 
would be at least 50 per cent higher than they are. 

Proposed operations .—Funds now available will be applied to pay¬ 
ment for work under contract for dredging and rock excavation, 
which should be completed by December 1,1916, or earlier; to operat¬ 
ing the U. S. dredges Major J. O. Mallery and Key West during the 
year in new work and maintenance; to annual repairs to plant, office 
expenses, superintendence, and contingencies during the year, and to 
extension of Mile Point and Fulton training walls and extension and 
repair of other training walls as needed. This work will complete 
the project, except for the Mill Cove Cut-off Dam, the construction 
of which will not be undertaken unless experience with the completed 
channel shows that its construction is necessary to the proper and 
economical maintenance of the project depths. It is anticipated that 
the work now contemplated will be finished during this fiscal year. 

With funds asked for in the estimate it is proposed to restore to 
their original cross sections the outer portions of both jetties where 
they have been beaten down by the sea, to extend the north jetty 
shoreward 1,400 feet to eliminate the danger of flanking, and to oper¬ 
ate and repair United States dredges and plant. The following de¬ 
tailed estimate is submitted. 


For building up outer 4,000 feet of south jetty to original cross section, 

50,000 tons of stone, at $3_$150, 000 

For building up outer 1,000 feet of north jetty, 12,000 tons of 

stone, at $3__ 36,000 

For extending north jetty shoreward 1,400 feet, 5,000 tons stone, at 

$4; 3,000 square yards mattress, at $1_ 23, 000 

For operating U. S. dredge Major J. C. Mallery 4 months, at $7,500___ 30, 000 

For operating U. S. dredge Key West 4 months, at $3,750_ 15,000 

Care and repairs of dredges and other plant_ 40, 000 

Office expenses, supervision, contingencies___ 36, 000 


Total- 330,000 


All of this work will be maintenance work. The large amount in 
comparison with average expenditures for maintenance in recent 
years is due to the necessity for extensive repairs to the jetties, to 
make good accumulated deterioration, and to the fact that repairs 
and supervision, heretofore charged to new work, must hereafter be 
charged to maintenance. 

Commercial statistics. —The water-borne commerce for the calen¬ 
dar year 1915 consisted of cement, cotton, coal, stone, fertilizer, full¬ 
er’s earth and kaolin, grain, iron pyrites, logs, lumber, and crossties, 
naval stores, oils, fruits and vegetables, phosphate, salt, sand and 
shell, and general merchandise. The tonnage for the year amounted 
to 2,238,446 short tons, valued at $61,026,484, an increase in tons over 
the preceding year of 2.4 per cent. Approximately 98 per cent of 
(his tonnage is ocean going, and is carried by steamers and sailing 
vessels drawing from 10 to 24 feet. The balance is river and canal 










RIVER AND HARBOR APPROPRIATION BILL. 


197 


traffic, below Jacksonville, handled in steamers and gasoline boats 
drawing 2 to 6 or 8 feet. The entire ocean-going business benefits 
from the improvement, and is, in fact, made possible by it. 


Comparative statement . 


Year. 

Tons. 

Value. 

1913. 

2,562,043 
2,186,678 
2,238,446 

$71,244,501 
60,718,452 
61,026,484 

1914. 

1915. 



Amount expended on all projects from June 14, 1880, to June 30, 


1916: 

New work_$5,862,157.97 

Maintenance_ 746, 660. 82 


Total_ 6, 608, 818. 79 


Balance available for fiscal year ending June 30, 1917_ 317, 650. 65 

Amount (estimated) required to be appropriated for completion 

of existing project_ 28,260.00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 330,000. 00 


OKLAWAHA RIVER, FLA. 

Location and descriptio'n .—This river has its source in the system 
of large lakes in the central part of the peninsula of Florida and flows 
in a general northerly direction, then eastwardly, emptying into the 
St. Johns River 22 miles above Palatka. The extreme head of the 
system may be taken as Lake Apopka, 120 miles above the mouth of 
the river. 

Existing project .—The existing project, providing for the im¬ 
provement of the river to a depth of 4 feet from its mouth to Lees¬ 
burg on Lake Griffin, was adopted by the river and harbor act of 
September 19, 1890. (Annual Report for 1889, pp. 1360 to 1368.) 
It was modified by the river and harbor act of March 2, 1907 (H. 
Doc. No. 782, 59th Cong., 1st sess.), which increased the depth to 
6 feet from the mouth to and including Silver Springs Run. It 
was extended by the river and harbor acts of June 25, 1910, and 
July 25,1912, to include maintenance of the levels of the lakes at the 
head of the river. By act of July 27, 1916, provision was made for 
the acceptance of certain artificial canals and extensions thereof 
between Heather Island and Lake Griffin as part of the waterway in 
lieu of portions of the natural bed of the river, subject to the con¬ 
veyance to the United States of clear title to the land occupied by 
the canals and extensions and a strip of land adjacent thereto of 
sufficient width to provide for future possible widening by the 
United States. As modified and enlarged, the project provides for 
deepening the channel to 6 feet at mean low water from the mouth 
to the head of Silver Springs Run, a distance of 62 miles; for clear¬ 
ing the channel of obstructions from Silver Springs Run to Lake 
Griffin, including the Kyle & Young Canal and its extension and the 
proposed J. D. Young Canal above Morrison’s Landing after their 
acceptance by the United States, with a view to obtaining a navi- 





















198 


RIVER AND HARBOR APPROPRIATION BILL. 


gable depth of about 4 feet to Leesburg, 94 miles above the mouth; 
and for maintaining the levels of the lakes at the head of the river, 
especially Lake Griffin. The plan of improvement embraces dredg¬ 
ing, snagging, cut-offs at sharp bends, and removal of overhanging 
trees and obstructive aquatic vegetation, with a lock and damto 
hold up the water level in Lake Griffin if found necessary. The 
original estimated cost of the work proposed, exclusive of the 
lock and dam, was $41,000, with $1,600 annually for maintenance. 
For latest published maps see House Document No. 514, Sixty-third 
Congress, second session, and Annual Report for. 1891, page 1626. 

Condition at the end of fiscal year. —The project is about 70 per 
cent completed. By dredging, making cut-offs, and annual snagging 
and clearing, a fairly well cleared channel approximately 6 feet deep 
at ordinary stages, except over one or two shoals, has been obtained 
for the first 32 miles above the mouth, and a practicable channel 
about 5 feet deep at ordinary stages to the head of Silver Springs 
Run, 62 miles above the mouth. Above Silver Springs Run the 
available depth at low stages does not exceed 2 to 2J feet. The con¬ 
trolling depths at the low summer stages are about 4 feet to Silver 
Springs Run and 2 feet to Leesburg. To complete the project some 
cut-offs must be made and the channel must be deepened at a number 
of points below Silver Springs Run, and for a good part of the dis¬ 
tance from Silver Springs Run to Lake Griffin; and it is doubtful 
if the water supply in the upper river is sufficient to provide a chan¬ 
nel 4 feet deep by dredging alone. The total expenditure under the 
existing project to June 30, 1916, has been $75,555.50, of which $33,- 
580.44 was for new work, and $41,975.06 was for maintenance. 

Local cooperation. —None is required by the appropriation acts. 
The city of Leesburg has dug a canal 2,500 feet long, 100 feet wide, 
and 5 feet deep from Lake Griffin to a point within easy reach of the 
business portion of the city, and a similar canal 2,200 feet long, 100 
feet wide, and 6 feet deep from Lake Harris, with the object of en¬ 
abling boats to land near the mercantile and shipping section. Lake 
Dora has been connected with Lake Eustis by a canal 1| miles long, 
25 feet wide, and 3 feet deep, dug by private enterprise at a cost of 
about $15,000. A similar canal connects Lake Dora with Lake 
Apopka. These canals enable small boats to reach Lake Apopka. 
In 1911 the owners of a basin of muck land along the river between 
Heather Island (60 miles above the mouth) and Moss Bluff (72 
miles above the mouth) dug a canal 4.6 miles long and about 6 feet 
deep and 26 feet wide near the higher land on the east side of the 
basin and diverted the river into the new channel, cutting off about 
6| miles of the old river. The work was done with the object of 
facilitating the drainage of the basin, but incidentally it has proved, 
on the whole, of benefit to navigation. This canal has been legalized 
and accepted as a public waterway, under certain conditions, by the 
river and harbor act of July 27, 1916. 

Effect of improvement. —The improvement has facilitated the 
navigation of the river as far as Silver Springs and has shortened 
the time required for the trip. No effect on freight rates has been 
observed. 

Proposed operations.— Available funds will be applied to dredging 
and removing logs, snags, overhanging trees, and other obstructions, 


RIVER AND HARBOR APPROPRIATION BILL. 199 

with a view to extending the improvement and maintaining work 
already done. It is proposed to operate a snagging party about four 
months and to dredge with hired plant about three months, doing the 
work during the low-water season of this fall or next spring. 

With funds asked for in the estimate, it is proposed to continue 
the same work during the next fiscal year. The following detailed 
estimate is submitted: 


Operation of snagging party, 3 months at $750_$2, 250 

Dredging for maintenance, 1 month at $2,250_ 2, 250 

Contingencies-_ 500 


Total_ 5, 000 


Commercial statistics .—The water-borne commerce for the calendar 
year 1915 consisted of crate material, grain and hay, logs, citrus 
fruits, and miscellaneous merchandise. The tonnage for the year 
amounted to 29,393 short tons, valued at $234,786, a decrease in ton¬ 
nage under the preceding year of 14.6 per cent. The greater part 
of this tonnage is below Silver Springs. One boat makes regular 
trips to points between Silver Springs and the Kyle and Young 
Canal. The draft of the boats using the improvement is from 2 to 5 
feet. 

Comparative statement. 


Calendar year. 

Tons. 

Value. 

1913. 

14,622 
34,420 
29,393 

$546,045 
248,991 
234,786 

1914. 

1915. 



Amount expended on all projects from Feb. 14, 1835 to June 30, 

1916: 

New work_$37, 443. 27 

Maintenance_ 42, 024.18 


Total_ 79, 467. 45 


Balance available for fiscal year ending June 30, 1917_ 12,854.50 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for works of improvement and for maintenance- 5, 000. 00 


OKLAWAHA RIVER, FLA.-NEW PROJECT. 

Report of the Chief Engineers, printed in House Document 514, 
Sixty-third Congress, second session: 

The Oklawaha River has its source in numerous lakes in the central part of 
the peninsula of Florida and empties into the St. Johns River about 20 miles 
above Palatka. The existing project for its improvement provides for securing 
a channel 6 feet deep from the mouth of the river to the head of Silver Springs 
Run by dredging and removal of obstructions; a channel 4 feet deep from the 
mouth of Silver Springs Run to Leesburg by removal of obstructions; and to 
maintain the levels of the lake at the head of the river. The depths proposed 
have not been attained. The commerce of the stream now amounts to about 
100,000 tons per annum. 

The district officer is of opinion that a material development of this country 
would follow the construction of a reliable waterway from Lake Dora to the 
mouth of the river, and that a saving of about $600,000 annually would be 
effected thereby. Plans and estimates of cost are submitted by him for a 6-foot 
channel, 60 feet wide, from the mouth of the river to Mount Dora, a 4-foot 




























RIVER AND HARBOR APPROPRIATION BILL. 


.200 


channel, 50 feet wide, from the mouth to Mount Dora; and for a 6-foot channel 
from the mouth to Silver Springs Run and thence a 4-foot channel to Mount 
Dora. All plans contemplate improving the river from its mouth to the lower 
end of the Kyle Young Canal by dredging, easing bends, and constructing such 
cut-off dams as are essential, and by canalization above this point. He is of 
opinion that the river is worthy of improvement to the extent of providing a 
0-foot channel from its mouth to Mount Dora under certain conditions of local 
cooperation, at an estimated cost of $616,000. The division engineer concurs hi 
general with the favorable opinion of the district officer, and attention is 
invited. In connection with its consideration of the subject, the Board of 
Engineers for Rivers and Harbors visited the locality on April 13. 1013, held 
a public hearing near Leesburg, and made a personal inspection of the stream. 
The board is in general accord with the views of the district officer and the 
division engineer regarding the advisability of the proposed improvement, but 
it believes that the lock chamber dimensions proposed should be increased from 
30 feet wide by 125 feet long to 36 feet wide by 160 feet usable length. The 
estimated cost of the project, as thus modified, is $733,000 and $12,000 per annum 
for maintenance. The board expresses the opinion that, the present and 
prospective commerce is sufficient to justify the United States in undertaking 
this improvement. 

“ Provided , That any land necessary for the construction of the waterway 
shall be given to the United States without charge; that interested property 
owners shall agree to protect the United States against claims for damages on 
account of any land that may be flooded; that local interests give satisfactory 
assurance that they will provide for the use of the public suitable wharf and 
terminal facilities in the vicinity of Leesburg; and that they will establish 
and operate a boat line over this waterway which will be competitive with the 
railroads and not subject to control or purchase by railroad and other corporate 
interests.” 

I concur in general with the views of the district officer, the division engi¬ 
neer, and the Board of Engineers for Rivers and Harbors, and therefore report 
that the improvement by the United States of Oklawaha River from its mouth 
to Lake Dora is deemed advisable to the extent of obtaining a channel 6 feet 
deep and 60 feet wide, in the manner contemplated by the district officer, and 
with locks of dimensions as proposed by the Board of Engineers for Rivers and 
Harbors, at an estimated cost of $733,000 for original construction and $12,000 
per annum for maintenance, subject to the conditions of local cooperation 
recommended by the board and quoted above. The first appropriation should 
be $175,000, with subsequent appropriations sufficient to complete the work in 
four years. 

While this project was under consideration it. was stated by interested 
parties that a plan of improvement might be devised which would drain and 
make available for cultivation large areas of land in addition to giving navi¬ 
gation facilities. This phase of the subject was investigated, and the conclusion 
was arrived at that the additional cost of any plan which would coordinate 
land drainage and reclamation with a navigation project was greater than was 
warranted by the amount of land which would be beneficially affected. Should 
the owners of the land to be benefited, however, be willing to contribute any 
additional sum that a project providing for the reclamation and drainage of 
the land would cost over the project which provides for navigation alone, such 
project should preferably be adopted; and it is therefore recommended that the 
Secretary of War be given authority to make such modifications of the project 
above recommended for adoption as may be approved by the Chief of Engi¬ 
neers and as may be necessary to provide for land drainage and reclamation, 
as well as for navigation, provided that no work of construction shall be under¬ 
taken on such modified project until local interests shall have deposited with 
the Secretary of War an amount equal to the estimated cost of such modifica¬ 
tion of the project. 

INDIAN RIVER, FLA. 

Location and descidption .—Indian River is one of the series of 
shallow tidal lagoons and sounds on the east coast of the peninsula 
of Florida, between the mainland and the keys bordering the coast. 
It extends from about 25 miles north of Cape Canaveral to St. Lucie 
Inlet. The total length of the Indian River is about 120 miles, but 


RIVER AND HARBOR APPROPRIATION BILL. 


201 


the improvement covers connecting waterways to Jupiter Inlet, IT 
miles south of St, Lucie Inlet. 

Existing project—The existing project, which is the original 
project for the section of the waterway covered by it, was adopted 
by the river and harbor act of July 13, 1892. (H, Doc. 168, 51st 

Cong., 2d sess., and Annual Report for 1891, p. 16T3.) It was modi¬ 
fied by the river and harbor act of August 18, 1894, which diverted 
funds to the opening of Negro Cut. (See paragraph on “ Previous 
projects.”) As now in force, the project provides for securing by 
dredging a continuous channel in the Indian River from Goat 
Creek to Jupiter Inlet, 5 feet deep at mean low water and at least 
75 feet wide in the straight reaches, with as much greater width as 
may be required in the turns. The originally estimated cost of the 
work was $14,000; increased in 1911 to $64,000. No estimate was 
made for maintenance. The length of the section included in the 
project is 77 miles. The mean tidal variation is about 2 feet at the 
inlets. Elsewhere tidal effect is negligible. No map of the route has 
been published. 

Condition at the end of fiscal year. —The project is about 75 per 
cent completed. Cuts have been made through all shoals, and a canal 
7,450 feet long has been dug from Great Pocket to Pecks Lake, giv¬ 
ing a channel 5 feet deep and not less than 75 feet wide, except in 
the canal between Great Pocket and Pecks Lake, which is 35 feet 
wide. The controlling depth at mean low water is 4.3 feet at Craw¬ 
fords Point, where shoaling has occurred. To complete the project 
the canal between Great Pocket and Pecks Lake must be widened 40 
feet. The total expenditure under the existing project to June 30, 
1916, has been $116,518.34, of which $44,498.58 was for new work 
ond $72,019.76 was for maintenance. 

Local cooperation. —Before the improvement was undertaken by 
the United States the Florida Coast Line Canal & Transportation 
Co., under charter from the State, had dredged cuts through 23 shoals 
between Goat Creek and Jupiter Inlet, making a continuous channel 
not less than 50 feet wide and 5 feet deep at low water. This work 
was part of a continuous canal from the St. Johns River to Biscayne 
Bay constructed by the company. The act adopting the project im¬ 
posed the condition that no part of the money appropriated should 
be expended until the Florida Coast Line Canal & Transportation 
Co. should surrender and relinquish to the United States all the 
rights and privileges which it then held along the route under its 
State charter. The canal company formally relinquished its rights 
to the United States on March 31,3.894, and the deed was pronounced 
satisfactory by the Attorney General on April 12, 1894. The work 
done by the canal company thus became part of the improvement 
since prosecuted by the United States. 

Effect of improvement. —Indian River forms part of a continuous 
inland waterway, partly natural and partly artificial, extending along 
the east coast of Florida from Cumberland Sound to Biscayne Bay. 
The improvement enables small craft to ply up and down the coast 
without incurring the dangers of the outside passage. It is used by 
commercial boats carrying freight and passengers to and from the 
towns along the river and by yachts and pleasure craft. 

Proposed operations. —Funds now available will be applied to com¬ 
pleting the improvement by widening the canal from Great Pocket to 


202 


RIVER AND HARBOR APPROPRIATION BILL. 


Pecks Lake and to dredging for maintenance where required, using 
the U. S. dredge Florida. This work will be done this fall. 

With funds asked for in the estimate it is proposed to dredge for 
maintenance where required during the fiscal year 1918. The fol¬ 
lowing detailed estimate is submitted: Operation of U. S. dredge 
Florida , three months, at $4,000, $12,000. 

Commercial statistics. —The water-borne commerce for the calen¬ 
dar year 1915 consisted of crate material, fertilizer, fish, grain and 
hay, ice, oranges and grape fruit, sand and shell, vegetables, and 
miscellaneous merchandise. The tonnage for the year amounted to 
36,966 short tons, valued at $1,974,239, a decrease in tons under the 
preceding year of 10.5 per cent. The principal items in which de¬ 
crease occurred were fish and shell. The commerce is carried on in 
steamers and launches drawing 2 to 5 feet. About 53 per cent was 
through business, the balance being local, between the fishing grounds 
and various private landings and the nearest railroad station. 

Comparative statement. 


Calendar year. 

Tons. 

Value. 

1913.*. 

28,119 

41,348 

36,966 

$1,488,270 

2,465,331 

1,974,239 

1914. 

1915. 



Amount expended on all projects from June 15, 1844, to June 30, 

1916: 

New work_$83, 493. 52 

Maintenance_ 72, 019. 76 


Total_155,513. 28 


Balance available for fiscal year ending June 30, 1917_ 20,013. 38 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 12,000. 00 


KISSIMMEE RIVER, FLA. 

Location and description. —This river now has its source in To- 
liopekaliga Lake, in the central part of the peninsula of Florida, and 
flows in a southeasterly direction, emptying into Lake Okechobee. 
Its total length, including several large lakes through which it flows, 
is about 137 miles. 

Existing project. —The existing project, which is the original 
project, was adopted by the river and harbor act of June 13, 1902. 
(H. Doc. No. 176, 57th Cong., 1st sess.) It provides for securing a 
channel width of 30 feet and depth of 3 feet at ordinary low stage 
from the town of Kissimmee, on Lake Tohopekaliga, to Fort Passen¬ 
ger, 37J miles above the mouth, and also in Istokpoga Creek, a small 
tributary entering 10J miles above Fort Bassenger, at an estimated 
cost of $24,220.90, the estimate, however, being based on a channel 
width of but 25 feet in Istokpoga Creek. The plan of improvement 
embraces dredging through shoals, removing snags and overhanging 
trees, and building pile and brush dams and training walls to close 
subsidiary channels and concentrate the flow in the main channel. 
The length of the section included in the project is 994 miles in the 




















RIVER AND HARBOR APPROPRIATION BILL. 


203 


Kissimmee River, the lakes and the canals, and 9.4 miles in Istokpoga 
Creek. The lower end of the section is 37J miles from the mouth of 
the river. For latest published map, see House Document No. 137, 
Sixty-third Congress, first session. 

Condition at the end of fiscal year .—The project was completed in 
the fiscal year 1909. Channels of project dimensions were dredged 
through obstructive shoals, snags, and overhanging trees were re¬ 
moved, and sheet pile bulkheads and brush and pile dams were built 
where necessary to confine and direct the flow. The result of this 
work was a channel of the full project dimensions from Kissimmee 
to Fort Bassenger, and in Istokpoga Creek. Shoaling has occurred, 
however, and redredging and the reconstruction of some of the old 
dams, and the construction of additional dams are required. The 
limiting depth is now about 2J feet at ordinary low stages. During 
extreme low stages that sometimes occur steamboat navigation is 
practically suspended. The total expenditure under the existing 
project has been $32,477.46, of which $23,479.18 was for new work 
and $8,998.28 was for maintenance. The project was completed for 
$741.72 less than the original estimate. 

Local cooperation .—None is required by the appropriation acts. 
The canals connecting the lakes, though dug primarily for another 
purpose, extended navigation to the upper lakes, and form a useful 
and important part of the present waterway. Local residents have 
dredged cut-offs through several of the worst bends and have re¬ 
moved obstructions from the stream at their own expense. To com¬ 
pensate for the lowering of the surface of Lake Okechobee, which is 
a feature of its plan for the drainage and reclamation of the Ever¬ 
glades, the State of Florida has agreed to build a lock and dam near 
the mouth of the Kissimmee River and dredge a channel in the river 
from the lake to the lock, or to do other work necessary to coordinate 
the improvement of the river for navigation with the State’s scheme 
of drainage operations. No construction work has been done under 
this arrangement. 

Effect of improvement .—The improvement has bettered the service 
and lowered the cost of transportation for a large territory without 
other means of communication by enabling boats to run with greater 
dispatch and regularity. 

Proposed operations .—Available funds will be applied to dredging 
magging, and rebuilding bulkheads and cut-off dams, for mainte¬ 
nance during the year. 

With funds asked for in the estimate it is proposed to continue 
work of this nature during the fiscal year 1918, as follows: 

Operation of United States dredge and snagging party, 2 months,, at 


$1,500__$3,000 

Building bulkheads and cut-off dams- 1, 000 

Total_'- 4, 000 


Commercial statistics .—The water commerce for the calendar year 
1915 consisted of citrus fruits, crate material, fertilizer, fish, hides 
and skins, lumber, naval stores, vegetables, wood, wool, and general 
merchandise. The tonnage for the year amounted to 73,565 short 
tons, valued at $1,164,045, a gain over the tonnage of the preceding 
year of 99.3 per cent, the gain being due to a greater depth of water 






204 


RIVER AND HARBOR APPROPRIATION BILL. 


in the river than obtained during the year 1914. This tonnage is 
handled in light-draft steamers, launches, and barges. 


Comparative statement. 


Calendar year. 

Tons. 

Value. 

1913... 

85,550 
36,902 
73,565 

$3,558,400 

828,890 

1,164,045 

1914. 

1915. 



Amount expended on all projects from June 13, 1902, to June 30, 

1916: 

New work_$23, 479.18 

Maintenance_ 8, 998. 28 


Total_ 32,477.46 


Balance available for fiscal year ending June 30, 1917_ 3, 436.19 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 4,000.00 


KISSIMMEE RIVER, FLA.-NEW PROJECT. 

Abstract from the report of the Chief of Engineers, printed in 
House Document 137, Sixty-third Congress, first session : 

The Kissimmee River lias been improved under a project adopted in 1902, 
which provides for a channel 3 feet deep at ordinary low-water stages and 
from 30 to 60 feet wide for about 99.5 miles from the town of Kissimmee to Port 
Bassenger. The limiting depth in this stretch is now about 2 feet, and in the 
stretch of about 37.5 miles from Fort Bassenger to Lake Okechobee there is a 
tortuous channel with minimum depths of 5 feet. Although the amount of 
commerce handled is small, the special board is of opinion that this river is 
worthy of improvement to the extent of maintaining at mean low-water stages 
a 3-foot channel over the entire 137 miles from Kissimmee to Lake Okechobee, 
for which a light-draft dredge and tender will be required, at an estimated 
cost of $35,000 for construction, $12,000 for dredging the first year, and $6,000 
for six months’ operation annually thereafter. The special board is also of the 
opinion that if the operations of the State lire successful it should be required 
to construct at its own expense a lock and dam at the mouth of the Kissimmee 
River and to dredge a channel from this lock to the 6-foot curve in the lake. 

These reports have been referred, as required by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to the board’s report 
herewith, dated May 5, 1913. The board concurs with the special board in be¬ 
lieving that it is advisable for the United States to maintain a 3-foot channel in 
the Kissimmee River from Kissimmee to Lake Okechobee. 

I concur in general with the views of the special board and the Board of 
Engineers for Rivers and Harbors, and therefore, in carrying out the instruc¬ 
tions of Congress, I report as follows: That the improvement by the United 
States of Kissimmee River is deemed advisable to the extent of maintaining a 
channel of at least 3 feet depth and 30 feet width at mean low water throughout 
the 137 miles from Kissimmee to Lake Okechobee, following in general the 
methods described in the report of the special board, at an estimated cost of 
$35,000 for the construction of a dredge, $12,000 for the first year’s work, and 
not exceeding $6,000 a year thereafter for maintenance. 

C A LOOS A HATCH EE RIVER, FLA. 

Location and description .—This river now Inis its source in Lake 
Okechobee, in the southern part of the peninsula of Florida, and 
flows in a general southwesterly direction, emptying into San Carlos 

























RIVER AND HARBOR APPROPRIATION BILL. 205 

Bay, an arm of the Gulf of Mexico, about 20 miles south of the en¬ 
trance to Charlotte Harbor and 90 miles south of the entrance to 
Tampa Bay. Its total length is about 84 miles. For the lower 17 
miles the river has the characteristics of a tidal estuary from one- 
half mile to If miles in width. Above the estuary the width varies 
from 75 to 350 feet. 

Existing project .—The existing project for the lower river, con¬ 
templating an increase in the depth authorized by the previous 
project from the Gulf of Mexico to Fort Myers, was adopted by the 
river and harbor act of July 25, 1910. (R. and H. Com. Doc. No. 8, 
61st Cong., 2d sess.) The existing project for the upper river, which 
is the original project for the stream above Fort Myers, was adopted 
by the river and harbor act of August 11, 1888. (Annual Report for 
1887, p. 1236; Annual Report for 1888, p. 1095.) As now in force, 
the project provides for securing and maintaining a channel 200 feet 
wide and 12 feet deep over the bar at the entrance to Puntarasa, and 
100 feet wide and 10 feet deep; thence to Fort Myers, with a turning 
basin at that point and a practicable channel 4 feet deep from Fort 
Myers to Fort Thompson. The plan of improvement embraces 
dredging on the bar and in the river below Fort Myers, dredging 
through the shoal at Beautiful Island, above Fort Myers, and pro¬ 
tecting the dredged cut by a pile, brush, and stone training wall, and 
removing loose rocks, logs, snags, and overhanging trees from the 
river between Fort Myers and Fort Thompson. The estimated cost 
of the work below Fort Myers was $119,000, with $2,000 annually 
for maintenance; that for the upper river was $11,000; later increased 
to $13,647, with $1,000 per annum for maintenance. The total 
estimated cost of all work contemplated is $132,647, with $3,000 per 
annum for maintenance. The length of the section covered by the 
project is 20 miles from the entrance to Fort Myers and 43 miles 
from Fort Myers to Fort Thompson. The mean tidal variation is 
1.6 feet at the mouth and at Fort Myers. At low-river stages tidal 
effect is perceptible at Labelle, 59 miles from the mouth. For latest 
published map of the river, see House Document No. 137, Sixty-third 
Congress, first session. 

Condition at the end of fiscal year .—The project for the upper 
river was completed in the fiscal year 1891, and that for the river 
below Fort Myers in the fiscal year 1913. Snags, sunken logs, bowl¬ 
ders, and overhanging trees were removed from the river between 
Fort Myers and Fort Thompson, and a channel 5 feet deep and of 
sufficient width for navigation was dredged through the shoal at 
Beautiful Island and protected by a dike built of piles and brush 
covered with material dredged from the shoal. The result of this 
work was a good navigable channel not less than 4 feet deep from 
Fort Myers to Fort Thompson. A channel 200 feet wide and 12 
feet deep at mean low water was dredged from the 12-foot contour 
in the Gulf to Punta Rassa at the mouth of the river, a distance of 3.2 
miles, and thence 100 feet wide and 10 feet deep at low water through 
obstructing shoals to Fort Myers. The result was a channel of project 
dimensions from the Gulf to Fort Myers, a distance of 20 miles. For 
the past three years navigation above Denaud (35 miles from the 
mouth) has been seriously hampered by lack of water due to the 
lowering of Lake Okechobee by the State’s drainage operations. The 


206 


RIVER AND HARBOR APPROPRIATION BILL. 


controlling depth is 12 feet at mean low water from the Gulf of 
Mexico to Punta Rassa and 10 feet to Fort Myers, 4 feet from Fort 
Myers to Fort Denaud (35 miles), and 2 feet to Labelle. Above 
Labelle navigation is practically suspended. The total expenditure 
under the present project to June 30, 1916, has been $179,835.86, of 
which $119,502.89 was for new work below Fort Myers, and $17,993.17 
was for new work, and $42,339.80 was for maintenance between 
Fort Myers and Fort Thompson. This includes $4,353.33 expended 
for new work between Fort Myers and Fort Thompson before the 
formal adoption of the present project. 

Local cooperation .—None is required by the appropriation acts. 
The canals connecting the river with Lake Okechobee, through Lake 
Hicpochee, together with the removal of a rock ledge at Fort 
Thompson and four cut-offs below that point, though dug primarily 
for another purpose, have incidentally opened up a water route 
into the interior of the State, and form a useful and important part 
of the present waterway. To compensate for the lowering of the 
surface of Lake Okechobee, which is a feature of its plan for the 
drainage and reclamation of the Everglades, the State of Florida 
has agreed to dredge a channel not less than 40 feet wide from the 
lake to Labelle, the bottom sloping from elevation 11 at the lake to 
elevation 1 at Labelle, or do other work necessary to coordinate the 
improvement of the river for navigation with the State’s scheme of 
drainage operations. This work is now in progress, and will be com¬ 
pleted this year. The cost will be about $180,000. The State has also 
awarded a contract for the construction of a lock with wing walls 
at the head of the Caloosahatchee River. The proposed dimensions 
of the lock are 30 feet wide, 130 feet long (usable length), with 
upper sill at elevation 8 and lower sill at elevation 6, and its com¬ 
pletion is fixed for December 1, 1916. The cost of this work is 
estimated at $42,500. 

Effect of improvement .—The improvement at the entrance and in 
the lower river has made it possible for coastwise vessels of moderate 
draft to reach Fort Myers, and regular service is maintained be¬ 
tween that point and Tampa and Key West. The improvement of 
the upper river has made regular service possible between Fort 
Myers and the several towns and many fruit farms on the river. As 
no railroads enter this territory, these settlements are dependent on 
the river for the transport of their supplies and produce. 

Proposed operations .—Available funds will be applied to dredg¬ 
ing and snagging, for maintenance, using United States plant. This 
work will be begun when the State’s work at the head of the river 
has advanced sufficiently to restore the normal flow in the stream. 
It is anticipated that this will be effected this fall. 

Funds asked for in the estimate will be applied to dredging and 
snagging for maintenance, as required during the fiscal year 1918. 
The following detailed application is proposed: For operating U. S. 
dredge Sarasota and snag boat Kissimmee , two months, at $2,000, 
$4,000. 

Commercial statistics .—The water-borne commerce for the calen¬ 
dar year 1915 consisted of cattle, crate material, fertilizer, fish and 
oysters, citrus fruits, ice, naval stores, shell, vegetables, and miscel- 


RIVER AND HARBOR APPROPRIATION BILL. 


207 


laneous merchandise. The tonnage for the year amounted to 69,340 
short tons, valued at $1,980,014, a decrease in tonnage under the 
preceding year of 12.3 per cent. The decrease is mainly in the items 
of citrus fruits and shell. The money valuation is slightly in excess 
of the total for the preceding year. 

# About 32 per cent of the tonnage uses the upper river, being car¬ 
ried in light-draft steamboats, launches, and lighters drawing 2 to 
4 feet. About 66 per cent is carried through the entrance channel 
below Fort Myers in vessels drawing 3 to 10 feet. 

Comparative statement. 


Calendar year. 

Tons. 

Value. 

1913. 

112,593 

79,107 

69,340 

$3,119,950 
1,917,494 
1,980,014 

1914. 

1915. 



Amount expended on all projects from Aug. 2, 1882, to June 30, 

1916: 

New work_$146, 952. 65 

Maintenance_ 42, 339. 80 


Total_ 189, 292. 45 


Balance available for fiscal year ending June 30, 1917_*_ 5, 641. 60 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 4, 000. 00 


MANATEE RIVER, FLA. 

Location and description .—This river rises in the western part of 
the peninsula of Florida and flows westwardly, emptying into Tampa 
Bay at its southern end and near the entrance. Its total length is 
about 45 miles. For the first 12 miles above the mouth the river is a 
tidal estuary from one-half mile to 1 mile in width. From the head 
of this estuary to Rye, 22 miles above the mouth, the width de¬ 
creases from about 600 feet to about 80 feet. 

Existing project .—The existing project was adopted in part by 
the river and harbor act of August 2, 1882, which provided for the 
improvement of the entrance from Tampa Bay to McNeills Point. 
(See Annual Report for 1882, p. 1319.) It was modified by the 
river and harbor act of June 3, 1896, which provided for a cut-off 
into Terra Ceia Bay. It was further modified by the river and har¬ 
bor act of March 3, 1905, extending the improvement to Rye. (H. 
Doc. No. 117, 58tli Con., 2d sess.) The river and harbor act of 
July 27,1916, fixes the upper limit of the improvement at the Mitchell- 
ville Bridge. As modified and extended, the project provides for a 
channel 100 feet wide and 13 feet deep at mean low water from 
Tampa Bay by Shaws Point to McNeills Point (4 miles), 100 feet 
wide and 9 feet deep at mean low water to Rocky Bluff (12 miles), 
and 75 feet wide and 4 feet deep to Mitchellville Bridge at Rye (24 
miles), with a cut-off 100 feet wide and 6 feet deep from the river 
2J miles above its mouth into Terra Ceia Bay. The method of im¬ 
provement is by dredging. The original estimates of cost were 




















208 


RIVER AND HARBOR APPROPRIATION BILL. 


$70,000 for the improvement at the mouth, $20,000 for the Terra Ceia 
cut-off, and $53,710 for the improvement from McNeills Point to Rye. 
The latest consolidated estimate of cost of all work covered by the 
project and its modifications is $137,710. Maintenance is estimated 
at $5,000 per annum. The length of the section included in the proj¬ 
ect is 22 miles in the river and 0.66 mile in the Terra Ceia cut-off. 
The mean tidal variation is 1.6 feet at the mouth of the river, 1.3 feet 
at Rocky Bluff, and at low-river stages the tide is perceptible at Rye. 
For latest published map see Rivers and Harbors Committee Docu¬ 
ment No. 2, Sixty-fourth Congress, first session. 

Condition at the end of fiscal year .—The project was practically 
completed during the fiscal year 1916. Channels of project dimen¬ 
sions have been dredged as contemplated, except for about 200 feet 
on the outer bar, where the depth obtained is from 0.5 to 1 foot less 
than project depth. Full depth has been restored in channels which 
had shoaled. To complete the project, a small amount of rock must 
be removed from the cut through the bar at the entrance, but this is 
not pressing, and will be deferred. The controlling depths at mean 
low water are 12 feet to McNeills Point, 9 feet to Rocky Bluff, 4 feet 
to Rye, and 6 feet in Terra Ceia cut-off. The total expenditure 
under the existing project, including all modifications and extensions, 
has been $195,042.73, of which $123,349.56 was for new work and 
$71,693.17 was for maintenance. 

Effect of improvement. —The improvement has made possible the 
establishment of daily boat service between lower Manatee River 
points and St. Petersburg and Tampa, and the improvement to Rye 
gives an outlet to the products of the upper valley. The establish¬ 
ment of water competition has probably kept freight rates con¬ 
siderably below what they would have been without such compe¬ 
tition. 

Proposed operations. —Funds now available will be applied to 
maintenance dredging with U. S. dredge Sarasota , between Septem¬ 
ber 1 and December 1. It is expected that about three months 
dredging, at a field cost of $1,500 per month, will be required. 

Annual maintenance must be anticipated on this river. To cover 
the cost of maintenance for the fiscal year 1918, the following esti¬ 
mate is submitted: 


For operation of U. S. dredge Sarasota, three months, at $1,500_$4, 500 

Contingencies_ 500 

Total- - 5,000 


Commercial statistics. —The water-borne commerce for the calen¬ 
dar year 1915 consisted of fullers earth, logs and lumber, naval stores, 
fertilizers, fruits and vegetables, oils, oranges, building sand, and 
miscellaneous merchandise. The total tonnage for the year amounted 
to 41,829 short tons, valued at $1,277,069, an increase in tons over the 
preceding year of 21.2 per cent, though the value decreased because 
of a falling off in the movement of vegetables, which more than offset 
the increased tonnage of less valuable products. Of the total ton¬ 
nage reported, about 37 per cent used the river above Bradentown. 
being carried in light-draft launches and lighters. All tonnage used 
the river below Bradentown. The principal boats draw from 3 to 8 
feet. 






RIVER AND HARBOR APPROPRIATION BILL. 


209 


Comparati ve statement. 


Calendar year. 

Tons. 

Value. 

1913. 

44,620 

34,057 

$1,877,880 

1,289,316 

1,277,069 

1914. 

1915. 

41,829 



Amount expended on all projects from Aug. 2, 1882, to June 30, 

1916: 

New work_$123, 349. 56 

Maintenance__ 71, 693.17 


Total_ 195, 042. 73 


Balance available for fiscal year ending June 30, 1917_ 5, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 5, 000. 00 


ANCLOTE RIVER, FLA. 

Location and description. —This river rises in the western part of 
the peninsula of Florida and flows southwestwardly, emptying into 
the Gulf of Mexico about 38 miles north of the entrance to Tampa 
Bay. Its total length is about 20 miles. 

Existing project. —The existing project, which is the original proj¬ 
ect, was adopted by the river and harbor act of March 3, 1899. (H. 

Doc. No. 200, 55th Cong., 2d sess.) It provides for securing a chan¬ 
nel 100 feet wide and 6 feet deep at mean low water from Anclote 
Anchorage, in the Gulf of Mexico, to Sponge Harbor, inside the river, 
and thence 4 feet deep at mean low water to the county bridge at Tar¬ 
pon Springs, to be obtained by dredging through the shoals, at an 
estimated cost of $51,500. The length of the section included in the 
project is about 4J miles. The tidal variation is about 1.5 feet at the 
entrance and 2 feet at Tarpon Springs. For latest published map, 
see House Document No. 18, Sixty-third Congress, first session. 

Condition at the end of fiscal year. —The project was reported com¬ 
pleted in the fiscal year 1911. An easily navigated channel has been 
dredged generally to project dimensions from the Gulf of Mexico to 
Tarpon Springs, though scattered rock areas are found within the 
channel limits over which less than project depth exists. The con¬ 
trolling depth at mean low water is about 5J feet to Sponge Harbor 
and 4 feet to Tarpon Springs. The total expenditure under the ex¬ 
isting project to June 30, 1916, has been $61,714.70, of which 
$51,651.50 was for original work and $10,063.20 was for maintenance. 

Effect of improvement. —The improvement has resulted in making 
Tarpon Springs the headquarters for the sponging fleet on the west 
coast and the most important sponge market in the United States. 
Freight rates have been reduced approximately 20 per cent. 

Proposed operations. —Funds now available will be applied to an¬ 
nual maintenance work, probably in December or January. The 
work will be done with the U.’ S. dredge Sarasota. About two 
months’ work is- anticipated, at $1,500 per month. 

Annual maintenance is to be anticipated, and the funds requested 
for the fiscal year 1918 will be applied to this purpose. The detailed 

H. Rept. 1289. 64-2-14 


















210 


RIVER AND HARBOR APPROPRIATION BILL. 


estimate is as follows: For operating U. S. dredge Sarasota two 
months, at $1,500, $3,000. 

Commercial statistics. —The water commerce for the calendar year 
1915 consisted of fertilizer, fish, general merchandise, ice, logs, lum¬ 
ber, ship chandlery, sponges, and wood. The tonnage for the year 
amounted to 11,269 short tons, valued at $990,729, a decrease in tons 
under the preceding year of 20 per cent, chiefly due to smaller move¬ 
ment of pine logs. There are no regular boats in the trade to other 
ports, the commerce of the river being largely incident to the sponge 
and other fisheries and the rafting and lightering of logs and lumber. 
The sponging vessels in use draw from 4 to 5 feet. 

Comparafive statement. 


Calendar year. 

Tons. 

Value. 

1913. 

22,730 
14,095 

$1,381,700 

1,051,250 

1914. 

1915. 

11,269 

990,729 

r* 


Amount expended on all projects from Mar. 3,1899, to June 30,1916: 


New work-$51, 651. 50 

Maintenance_ 10, 063. 20 


Total_ 61, 714. 70 


Balance available for fiscal year ending .Tune 30, 1917_ 3, 000. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 3,000. 00 


REMOVING THE WATER HYACINTH FROM NAVIGABLE WATERS IN THE STATE 

OF FLORIDA. 

Location and description. —The water hyacinth is found in the 
fresh-water streams and lakes in various parts of the State, and at 
times has become a serious obstruction to navigation on the St. Johns 
River and its tributaries, the Withlacoochee River and its tributaries, 
and the Caloosahatchee and Kissimmee River sj^stem. 

Original condition. —The water hyacinth is not native in Florida, 
but is said to have been introduced in Florida waters about 1890. It 
spread rapidly, and before operations for its removal were begun the 
rivers affected were not infrequently so blocked with floating masses 
of the plant that navigation was seriously impeded and the rafting 
of logs, on which the lumber industry was dependent, was at times 
entirely stopped. 

Existing project. —The project was adopted by the river and har¬ 
bor act of March 3, 1899, and originally contemplated the destruction 
of the plants, so far as they constitute an obstruction to commerce, 
by crushing with a mechanical device installed on a steamer, using 
log booms to close sloughs and backwaters as an auxiliary means. 
The cost of equipping a suitable vessel and operating it for one year 
was estimated at $36,000. The project was modified by the river and 
harbor act of June 13,1902, which authorized the use of any mechan¬ 
ical, chemical, or other means whatsoever to effect the purpose. The 


















RIVER AND HARBOR APPROPRIATION BILL. 


211 


project was again modified by the river and harbor act of March 3, 
1905, which prohibited the use of any chemical process injurious to 
cattle which may feed upon the plant. As modified, the project pro¬ 
vides for the destruction or removal of the water hyacinth in the 
navigable waters of the State, so far as they constitute an obstruc¬ 
tion to commerce, using any mechanical, chemical, or other means 
that is not injurious to cattle. No estimate of the final cost of the 
work has been made. 

Condition at the end of fiscal year .—Plans for a vessel and crush¬ 
ing plant were partially prepared, but this method was abandoned 
as a result of experience with a similar outfit in Louisiana. Spray¬ 
ing with an arsenical solution was tried with success, but had to be 
abandoned because it proved injurious to cattle feeding on the plants. 
Breaking up the packs and drifting them out with the current was 
practiced with success in some streams. In 1909 a hyacinth eleva¬ 
tor, consisting of a catamaran scow carrying an inclined conveyor 
driven by a gasoline engine, was devised and proved successful. In 
1916 a large grapple operated by a hoisting engine was used with 
marked success. By these various means the St. Johns River and 
its more important tributaries, the Orange River, and portions of the 
Withlacoochee and Kissimmee Rivers were cleared of the hyacinth, 
so far as it obstructed navigation. New growths of the plant were 
destroyed in the St. Johns and Withlacoochee Rivers and their tribu¬ 
taries, and obstructions which caused the hyacinth to collect were 
removed. This work relieved navigation materially on all these 
streams, particularly on the St. Johns River. The St. Johns River 
and its principal tributaries are now practically free from obstructive 
hyacinths. In the Withlacoochee River the hyacinth is still trouble¬ 
some, and a considerable length of the middle and lower portion of 
the river is now blocked. No serious trouble is at present experienced 
on other streams in the State. The total expenditure to June 30,1916, 
has been $149,355.48, all of which is classed as for maintenance. 

Local cooperation .—None is required by the appropriation acts. 
Individuals and transportation companies have done a considerable 
amount of work at their own expense in clearing the plant and ob¬ 
structions which cause it to collect, from portions of the navigable 
streams in which they were particularly interested. The cost of the 
work is not ascertainable, but in the aggregate it has been consider¬ 
able. 

Effect of improvement. —The work done has directly benefited 
navigation by abating the delays and stoppages formerly experi¬ 
enced when the growth of the plant was unchecked. It has reduced 
the uncertainties and cost of water transportation on many streams, 
but has had no direct effect on freight rates. 

Proposed operations. —Funds now available will be applied to re¬ 
moving the hyacinths during the year from streams on which it col¬ 
lects in masses sufficient to constitute an obstruction to navigation, 
using the hyacinth elevator and other improved methods. It is pro¬ 
posed to begin work on the Withlacoochee River at an early date, 
and it is anticipated that work on that stream will be completed by 
December. The dates of work on other streams can not now be 
stated. 


212 


RIVER AND HARBOR APPROPRIATION BILL. 


Funds furnished under the estimate submitted will be applied to 
the destruction of the hyacinth, where necessary, during the fiscal 
year 1918. The following estimate is submitted: 

For operations of hyacinth elevators on St. Johns and Witlilacooehee 


Rivers and tributaries_$5, 000 

For removing hyacinths by other means- 5, 000 

Total_10,000 


Commercial statistics. —The commerce benefited embraces part of 
that carried on the various streams of the State, but no exact statistics 
directly pertaining to this work can be given. 


Amount expended on all projects from Mar. 3, 1899, to June 30, 

1916, maintenance_,$149, 355. 48 

Balance available for fiscal year ending June 30, 1917- 11, 661. 32 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 10, 000. 00 


APALACHICOLA RIVER, FLA., INCLUDING THE CUT-OFF, LEE SLOUGH, 
LOWER CFIIPOLA RIVER, AND UPPER CHIPOLA RIVER FROM MARIANNA 
TO ITS MOUTH. 

APALACHICOLA RIVER, THE CUT-OFF, LEE SLOUGH, AND LOWER CHIPOLA RIVER. 


Location and description. —The Apalachicola River is formed at 
the southwest corner of the State of Georgia by the junction of the 
Apalachicola and Flint Rivers, and flows south a distance of 106 
miles, emptying into Apalachicola Bay. About 42 miles above the 
mouth of the river a cut-off If miles long leaves the river and a cer¬ 
tain part of the water from the river passes through this cut-off 
and thence through Lee Slough, 6J miles long, and lower Chicola 
River, 8J miles long, and reenters the Apalachicola River about 29 
miles above its mouth. The general direction of the cut-off is west 
and of Lee Slough and lower Chipola River south and southeast. 

Existing project. —The existing project provides for a 6-foot chan¬ 
nel at low water 100 feet wide, to be secured by the removal of snags 
and overhanging trees and by widening and straightening Moccasin 
Slough, this project being authorized by the river and harbor act 
approved June 23, 1874. (See H. Doc. No. 241, 42d Cong., 2d sess.; 
also Annual Report for 1873, p. 698.) The estimated cost was 
$80,333 for new work, no estimate for maintenance being given. The 
project was modified by the river and harbor act approved June 13, 
1892, to include within its scope a 5-foot channel 60 feet wide through 
the cut-off, Lee Slough, and lower Chipola River. (Annual Report 
for 1889, p. 1416.) The estimate for this additional work was 
$7,500. No estimate for maintenance was made. No map of Apa¬ 
lachicola River has been published in congressional documents. A 
map of the cut-off, Lee Slough, and lower Chipola River will be 
found in the Annual Report for 1891, opposite page 1696. 

Condition at the end of fiscal year. —Dredging, contracting works, 
and removal of obstructions have resulted in obtaining and main¬ 
taining the project channel throughout the main river, except at 
Blountstown Bar, where the available depth and the controlling 
depth of the river is 3f feet. Through the cut-off, Lee Slough, and 
lower Chipola the project dimensions exist throughout, the con- 









RIVER AND HARBOR APPROPRIATION BILL. 


213 


trolling depth being 5 feet. This project is 97 per cent completed, 
and with the exception noted above has resulted in straightening the 
channel throughout, the removal of obstructions, and the deepening 
of channels in bars from 3 to 4 feet. Vessels requiring 3J feet can 
navigate the main river throughout the year, deeper draft being 
obtainable generally from January to August, inclusive. In the 
cut-off, Lee Slough, and lower Chipola 5 feet draft can be carried 
throughout the year and deeper draft ordinarily from January to 
August. There are no reference gauges on this stream. With the 
dredging of the channel and the erection of contracting works at 
Blountstown Bar the project will be completed. The project for the 
cut-off, Lee Slough, and lower Chipola was completed during the 
fiscal year. At the end of the fiscal year completed works were in 
good condition except some existing jetties at Blountstown Bar, 
which are in need of repair. The total amount expended under the 
existing project to the end of the fiscal year was $92,554.60 for new 
work and $66,522.97 for maintenance, making a total of $159,077.57. 

Effect of improvement. —The improvement is essential to a large 
section of the State of Florida, which has no other means for trans¬ 
portation of necessary supplies. Its effect on reduction of freight 
rates extends through its tributaries far into Georgia and Alabama. 
River rates are lower than corresponding rail rates. 

Proposed operations. —With the funds available at the end of the 
fiscal year and the funds appropriated bv the river and harbor act 
approved July 27, 1916, it is proposed to dredge at Blountstown Bar 
from January 1 to March 1, at a cost of $5,000, using hired labor 
and the U. S. dredge Muscogee , at a monthly operating cost of 
$2,250, and to repair jetties at the same place during one month of 
the same period, at a cost of $2,000, using hired labor with the tow¬ 
boat Chattahoochee , at a monthly operating cost of $1,500. 

It is estimated that $26,000 will be needed during the fiscal year 
1918 to be used for continuing the improvement by constructing 
contraction works at Blountstown Bar, at a cost of $18,000, using 
hired labor, with U. S. towboat Columbus and U. S. snag boat 
Chattahoochee , at a monthly operating cost of $6,500. Maintenance 
work in the main river of snagging, cutting overhanging trees, and 
dredging will be carried on by hired labor, at a cost of $8,000, using 
the U. S. snag boat Flint and the U. S. dredge Muscogee , at monthly 
operating costs of $1,400 and $2,250, respectively. 

Commercial statistics. —The commerce of this stream for the calen¬ 
dar year 1915 was 94,418 short tons, valued at $7,802,535, all of which 
used the improvement. It consisted principally of cotton, fertilizer, 
fruit, grain, hay and feed, logs, lumber, sugar, honey and sirup, 
naval stores, and miscellaneous merchandise. The usual limit of 
draft for loaded boats is 4.5 feet. 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913. . 

153,732 
122,097 
94,418 

$13,498,409 
12,954,540 
7,802,535 

1914. 

1915. 












214 


RIVER AND HARBOR APPROPRIATION BILL. 


There is no change in the nature of the commerce resulting from 
the improvement. The decrease from last year’s report was due to 
the unsettled condition of the cotton, lumber, timber, and naval 
stores market and is in all probability a temporary one. The large 
decrease in valuation was due to the excessive valuation of miscel¬ 
laneous merchandise reported by the steamboat people for the 
year 1914. 

UPPER CH1POLA RIVER, FLA., FROM MARIANNA TO ITS MOUTH. 

Location and description. —The upper Chipola River is a nontidal 
stream, rising in the southeast portion of the State of Alabama and 
flowing in a general southerly direction through Alabama and north¬ 
west Florida for a distance of about 125 miles, emptying into Apa¬ 
lachicola River through Lee Slough and lower Chipola River. For 
the last 10 miles the upper Chipola River widens into a broad sheet 
of water filled with cypress trees and known as the Dead Lakes. 
The cut-off referred to in the description of the Apalachicola River 
joins the upper Chipola River at the lower end of the Dead Lakes. 

Existing project. —The existing project provides for securing a 
channel 3 feet deep and 60 feet wide from Marianna to the foot of 
the Dead Lakes, a distance of 55 miles, by rock excavation and snag¬ 
ging at an estimated cost of $41,000, exclusive of the cost of the neces¬ 
sary plant. This project w T as authorized by the river and harbor act 
approved March 3, 1899. (See Annual Report for 1889, p. 1416.) 
No estimate for maintenance was made. No map of the upper 
Chipola River has been published in any congressional documents or 
annual report. 

Condition at the end of fiscal year. —Dredging, snagging, and 
open-river work had resulted in obtaining the project depth through¬ 
out the improvement from the foot of the Dead Lakes to Look and 
Tremble Shoals, the project width being also available throughout 
this same stretch except at Maynards Cut and Sister Island. Prac¬ 
tically no work has been done at Look and Tremble Shoals, or above 
this point to Marianna, a distance of approximately 20 miles. The 
existing project was about 75 per cent completed at the end of the 
fiscal year and resulted in increasing the depth through the portion 
where work has been done by approximately 1 foot and in straighten¬ 
ing tortuous channels and removing snags and other obstructions. 
Vessels requiring 3 feet of water can navigate the river as far as 
Look and Tremble Shoals throughout the year, and vessels in excess 
of this draft can generally operate the river between the months of 
January and August. Above Look and Tremble Shoals the river is 
not navigable, except at high stages, by anything except rafts. 
There are no gauges on this stream. 

The work remaining to complete the project is the improvement of 
the river from and including Look and Tremble Shoals to Marianna, 
which would probably require the construction of a lock to carry 
deep water across those shoals. The total expenditures under the 
existing project to the end of the fiscal year were $36,781.12 for new 
work and $10,391.40 for maintenance, making a combined total of 
$47,172.52. 

Effect of improvement. —The improvement between the foot of the 
Dead Lakes and Look and Tremble Shoals is essential to a section 


RIVER AND HARBOR APPROPRIATION BILL. 


215 


of the State which is not provided with other means of transporta¬ 
tion. No benefit has been derived from the expenditure above Look 
and Tremble Shoals. It is not known whether freight rates have 
been affected. 

Proposed operations .—With the funds on hand at the close of the 
fiscal year and the funds appropriated by the river and harbor act 
approved July 27, 191G, it is proposed to continue snagging oper¬ 
ations from the mouth of the Dead Lakes to Look and Tremble 
Shoals during the period from January 1, 1917, to April 1, 1917, 
using the U. S. snag boat Flint with hired labor, at a monthly operat¬ 
ing cost of $1,400, and at a total cost of $2,000 for the work. These 
operations will be carried on in conjunction with the operations on 
the Apalachicola River and it is impracticable to state just at what 
time during this period the work on the upper Chipola River will 
be done. Repairs to plant and surveys will be made where required 
and the necessary office force employed. 

For the fiscal year 1918 it is estimated that there will be required 
$5,000, which will be used for maintaining the improvement by the 
removal of snags and overhanging trees and other similar obstruc¬ 
tions from the foot of the Dead Lakes to Look and Tremble Shoals. 
This estimate for maintenance is larger than the average expendi¬ 
ture during the previous three years, due to the fact that during these 
years complete snagging operations throughout the entire improve¬ 
ment have not been carried on, it being anticipated that during the 
fiscal year 1918 an additional plant will be available which will per¬ 
mit a complete clearing out of the entire river as far as Look and 
Tremble Shoals. It is contemplated that the work will be done by 
the U. S. snag boat Flint operated by hired labor at a monthly oper¬ 
ating cost of $1,400. 

Commercial statistics .—The commerce for this stream for the 
calendar year 1915 was 10,419 short tons, valued at $428,695, all of 
which used the improvement. It consisted principally of grain, hay 
and feed, logs, naval stores, and miscellaneous merchandise. The 
usual limit of draft for loaded boats is 8 feet. 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

10,006 
7,337 
10,419 

$319,792 
352,205 

1914. 

1915 ... 

428,695 



There is no change in the nature of the commerce resulting from 
the improvement. 


Amount expended on all projects from 1825 to June 30, 1916: 

New work_$142,335.72 

Maintenance_ 76, 914. 37 


Total_ 219, 250. 09 


Amount that can be profitably expended in fiscal year ending .Tune 
30,1918: 

For works of improvement_ 18, 000. 00 

For maintenance of improvement- 13, 000. 00 


Total..,_ 31, 000. 00 























216 


RIVER AND HARBOR APPROPRIATION BILL. 


HOLMES RIVER, FLA. 

Location and description .—The Holmes River rises in the southeast 
corner of the State of Alabama, near the State line. It flows south¬ 
westerly through Alabama and Florida for a distance of about 60 
miles, emptying into the Choctawhatchee River at a point 27-J miles 
above its mouth. 

Existing project .—An appropriation for this river was made as 
early as 1844, but apparently under no definite project. The river 
and harbor act of August 11, 1888, adopted a project for securing a 
navigable channel from the mouth to Yernon, Fla., a distance of 25 
miles, by the removal of logs, snags, and overhanging trees, at an 
estimated cost of $5,000. (See Annual Report for 1882, p. 1308.) 
No estimate of maintenance was made. The latest published map of 
Holmes River will be found in House Document No. 820, Sixty-third 
Congress, second session. 

Condition at the end of fiscal year .—This project was completed 
in 1893 and resulted in securing a navigable channel as called for 
under the project, the main benefits being in the removal of obstruc¬ 
tions which had theretofore hindered navigation. At the end of the 
fiscal year navigation could be carried on without difficulty for the 
entire length of river covered by the project, except at Boynton Bar, 
about 3 miles above the mouth, where considerable difficulty is met, 
the depth of water over this bar being 3 feet, which is the controlling 
depth for the river. Vessels drawing 3 feet of water can navigate 
from the mouth to Yernon during the entire year, and 5 feet can 
ordinarily be carried from October to June, inclusive. There are no 
gauges established on this river. The total expenditures under the 
existing project to the end of the fiscal year were $8,562,05 for new 
work and $18,087.39 for maintenance, making a total of $26,649.44. 

Effect of improvement .—There are no railroads through the section 
supplied by this stream. It is the only means of transportation, other 
than highroads, for supplying a fairly populous and prosperous com¬ 
munity. It is not known whether or not the improvement has had 
any effect on freight rates. 

Proposed operations .—With the funds available at the end of the 
fiscal year it is proposed to dredge Boynton Bar so as to remove the 
remaining obstructions in order to secure good navigation on this 
river. Some snagging operations will be carried on, and surveys and 
repairs to plant will be made as needed. This work will be done 
during the months of July to October, inclusive, by the dredge 
Choctawhatchee , operated with hired labor and with a monthly 
operating expenditure of approximately $700. 

It is estimated that $1,000 will be needed for the fiscal year 1918, 
the funds to be expended for maintenance work, including snagging, 
surveys, and repairs to plant. 

Commercial statistics .—The commerce for this stream for the calen¬ 
dar year 1915 was 14,477 short tons, valued at $787,508, all of which 
used the improvement. It consisted principally of cotton, fertilizer, 
grain, manufactured iron and steel, miscellaneous merchandise, naval 
stores, logs, and crossties. The usual limit of draft for loaded boats 
is 4 feet. 


RIVER AND HARBOR APPROPRIATION BILL. 


217 


Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

23,430 

1900 626 

1914. 

13*284 

691 988 

1915. 

14] 477 

787*508 




There is no change in the nature of the commerce resulting from 
the improvement. 

Amount expended on all projects from 1844 to June 30,1910: 

New work-$8, 502. 05 

Maintenance____ 18,087. 39 

Total- 26,049.44 


July 1, 1910, balance available_ 3, 694. 04 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 1, 000. 00 


CHANNEL FROM APALACHICOLA RIVER TO ANDREWS BAY, FLA. 

Location and description. —This waterway, partly natural and 
partly artificial, is approximately 30.5 miles in length and extends 
from a point 0 miles above the mouth of the Apalachicola River in 
a northwesterly direction to St. Andrews Bay, Fla. This waterway 
is tidal, with an average width at the bottom of the canal of 65 feet. 

Existing project. —The existing project calls for a canal 5 feet 
deep and 65 feet wide at the bottom from Apalachicola River to 
St. Andrews Bay, by way of the natural waterways indicated above. 
This project was authorized by the river and harbor act approved 
June 25, 1910, at an estimated cost of $450,000, with an annual esti¬ 
mated maintenance cost of $10,000. (See H. Doc. No. 670, 61st 
Cong., 2d sess.). Dredging was required over a distance of about 30 
miles, the depth of cut ranging from 1 foot to 18 feet. The tidal 
variation is 1.4 feet. The latest published map of this waterway 
will be found in the Annual Report of the Chief of Engineers for 
1915, opposite page 2497. 

Condition at the end of fiscal year. —This project was completed in 
1915, and resulted in opening an inland channel between Apalach¬ 
icola River and St. Andrews Bay, Fla., where such channel had 
not previously existed. This work was done both by contract and 
by hired labor, the yardage removed being 918,751 and 3,681,222 
cubic yards, respectively. During the fiscal year some snags and 
obstructions have developed and in some places the canal has shoaled, 
due to caving in and washing of the banks, the controlling depth at 
the end of the fiscal year being approximately 3^ feet in Lake 
Wimico. The total amount expended under the existing project up 
to the end of the fiscal year was $505,930.01 for new work and 
$8,211.57 for maintenance, making a combined total of $514,141.58. 

Effect of improvement. —The effect of this waterway on the com¬ 
merce of the district has not as yet been very marked, although a 
boat has been constructed for the trade and is now making regular 
trips between Apalachicola and various points on St. Andrews Bay. 
The canal has also, during the latter part of the fiscal year, been 






















218 


RIVER AND HARBOR APPROPRIATION BILE. 


rather extensively used for logging operations. This canal opens up 
new territory not served by the railroads. It is not known whether 
or not there has been any marked effect on the freight rates between 
Apalachicola and St. Andrews Bay. 

Proposed operations. —With the funds available at the end of the 
fiscal year and the funds appropriated by the river and harbor act 
approved July 27, 1916, it is proposed to remove the snags which 
have accumulated in the canal, to dredge such places as have shoaled, 
and to straighten two rather serious bends in the canal, as well as 
to carry on the necessary repairs and make such surveys as may be 
required, all at a total cost of $11,000. It is contemplated that this 
work will be carried on by hired labor, using the U. S. dredge 
Blackwater , operations to begin about August 15, 1916, and to be 
completed in about two months, at a monthly operating expense for 
the dredge of $4,000. This will be maintenance work. 

For the fiscal year 1918 it is estimated that $14,500 will be re¬ 
quired to be used for maintenance work as follows: Repairs to plant 
at an estimated cost of $7,500, which repairs were made necessary by 
the work in this canal, but which it has not been practicable to do 
since its completion; maintaining the canal by dredging, $6,000, 
including the operation of the U. S. dredge Blackwater , at a monthly 
cost of $4,000; snagging, etc., $1,000. 

Commercial statistics. —The commerce for this waterway for the 
calendar year 1915 was 775 short tons, valued at $4,588, all of which 
used the improvement. It consisted of pine logs and lumber. The 
usual limit of draft of loaded boats is 5 feet. 

The canal was not completed until the year 1915, hence no com¬ 
parative statement can be given. The Callahan Line have placed in 
operation during the present year a steamer, the John W. Calla¬ 
han , Jr ., which will make two trips per week from Apalachicola 
through the canal to St. Andrews Bay, Fla. In addition, extensive 
logging operations have been started on this waterway. 


Amount expended on all projects from June 25, 1910, to June 30. 

1916: 

New work_$505, 930. 01 

Maintenance_ 8, 211. 57 


Total_____ 514,141. 58 


Balance available for fiscal year ending June 30, 1917_ 11, 028. 42 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 14, 500. 00 


CHOCTAWHATCHEE RIVER, FLA. AND ALA. 

Location and description. —The Choctawhatchee River rises in the 
southeast part of the State of Alabama and flows in a southerly direc¬ 
tion for a distance of about 200 miles through Alabama and Florida, 
emptying into the eastern end of Choctawhatchee Bay about 64 miles 
east of Pensacola Harbor. The outlet from Choctawhatchee Bay is 
through Santa Rosa Sound and Narrows, which enter this bay 
approximately 30 miles from the mouth of the Choctawhatchee 
River. There is also a passage from Choctawhatchee Bay into the 
Gulf of Mexico through East Pass, which lies just south of the point 
where the Santa Rosa Sound connects with the bay, but this pass can 
be used only in fair weather and by small boats. 









RIVER AND HARBOR APPROPRIATION BILL. 


219 


Existing 'project. —The existing project provides for the mainte¬ 
nance of a navigable channel at low water from the mouth to Newton, 
Ala., 140 miles above the mouth, including Cypress Top Outlet. 
The river and harbor act approved June 28, 1874, adopted the im¬ 
provement of that portion of the stream between the mouth of the 
river and Geneva, Ala., at an estimated cost of $34,332, to cover the 
removal of Snags, overhanging trees. (See S. Doc. No. 63,42d Cong., 
2d sess.) The river and harbor act approved April 2, 1882, appro¬ 
priated $12,000 for work between Geneva and Newton, further con¬ 
firmed by the river and harbor act of September 19, 1890, which pro¬ 
vides for low-water navigation between these two points. No esti¬ 
mate for this modification was made until later, when one of $57,125 
was submitted to obtain a channel 3 feet deep by 60 feet wide by the 
removal of hard blue-clay obstructions and by rock excavation, to¬ 
gether with the removal of snags and overhanging trees. (See 
Annual Report for 1889, p. 1423.) The river and harbor act of June 
13, 1902, modified the project by including Cypress Top Outlet, one 
of the mouths of the stream. No estimate for maintenance was made 
for any of the above projects. The latest published map of Choc- 
tawhatchee River will be found in House Document No. 688, Sixty- 
third Congress, second session. 

Conditions at the end of fiscal year. —This project was completed in 
1906, the result having been to open up the river for navigation in 
accordance with project plans. At the end of the fiscal year the im¬ 
provement was in fair condition, although there has been an accumu¬ 
lation of snags and other obstructions which require removal. The 
controlling depths at the end of the fiscal year at mean low water 
were 6 feet at the Cypress Top Outlet, 3 feet at a point 32 miles 
from the mouth, 2 feet at a point 55 miles from the mouth, and 1.5 
feet at a point 85 miles from the mouth. Boats drawing the above 
can use the stream to the points indicated throughout the year, and 
from October to June 5 feet can be carried to Caryville, 67 miles 
from the mouth; 4 feet to Geneva, 96 miles; and 3 feet to Newton, 
140 miles. There is a gauge established on this river at Caryville 
with its zero at extreme low water. The total expenditures under 
the existing project up to the end of the fiscal year were $134,494.02 
for new work and $105,288.13 for maintenance, making a combined 
total of $239,782.15. 

Effect of improvement. —The effect of the improvement on freight 
rates was beneficial as long as the improvement was maintained in 
good condition, and the result of last year’s work has been the cause 
of a revival in the lumber business, new sawmills having been estab¬ 
lished at several points on the river. In connection with the Holmes 
River the Choctawhatchee River offers transportation to a large 
section of Florida without any other facilities except high roads. 

Proposed operations. —With the funds on hand at the end of the 
fiscal year and the funds appropriated by the river and harbor act 
approved July 27, 1916, it is proposed to carry on snagging opera¬ 
tions throughout the entire river at a total cost of $14,000, from 
August 15, 1916, until June 30, 1917, using the U. S. snag boats 
Escambia , Geneva, and Conecuh , at a monthly operating cost of 
$2,000, and to dredge at certain shoals between points 55 and 96 
miles, respectively, above the mouth at a total cost of $6,600, during 


220 


[JIVER AND HARBOR APPROPRIATION BILL. 


the period November 1, 1916, to June 30, 1917, using the U. S. 
dredge Choctawhatchee at a monthly operating cost of $700. 

It is estimated that $6,000 will be required for the fiscal year 1918 
for maintenance, including snagging, surveys, and repairs to plant. 

Commercial statistics .—The commerce for this river for the calen¬ 
dar year 1915 was 30,466 short tons, valued at $1,019,627, all of which 
used the improvement. It consisted principally of cotton, fertilizer, 
grain, logs, naval stores, crossties, and miscellaneous merchandise. 
The usual limit of draft for loaded boats is 4 feet. 


Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

73,877 

25,440 

30,466 

$1,585,969 

919,688 

1,019,627 

1914. 

1915. 



There is no change in the nature of the commerce resulting from 
the improvement. 

Amount expended on all projects from 18S3 to June 30, 191G: 


New work_$171, 884. 50 

Maintenance_ 105, 288.13 


Total__ 277,172. 63 


Balance available for fiscal year ending June 30, 1917_ 20, 910. 49 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 6, 000. 00 


ESCAMBIA AND CONECUH RIVERS, FLA. AND ALA. 

Location and description .—These two names apply to a single 
stream rising in central Alabama below Union Springs and flowing 
in a southwesterly direction to the Florida State line, thence south¬ 
erly through Florida to Escambia Bay, an arm of Pensacola Bay. 
In the State of Alabama the stream is approximately 235 miles long 
and is known as Conecuh River, and in Florida it is 65^ miles long 
and is known as Escambia River. 

Existing project .—The existing project provides for a channel 150 
feet wide and 5J feet deep at mean low water through the bar at the 
mouth of the river, to be extended by a navigable channel from the 
mouth of the river to Patsaliga Creek, a distance of 147 miles. That 
portion of the project, including the channel at the mouth of the 
Escambia River, was adopted by the river and harbor act of June 
14, 1880. (See Annual Report for 1879, p. 852.) The channel at 
the mouth of the river was to be obtained by dredging and the re¬ 
mainder of the work was to consist of the removal of certain obstruc¬ 
tions to navigation and the construction of dikes, wing dams, and 
shore protection to obtain 5 feet to the Florida State line, at an esti¬ 
mated cost of $25,000. That portion of the project relating to the 
Conecuh River was authorized by the act of Congress approved 
March 2, 1907 (see H. Doc. No. 159, 59th Cong., 1st sess.), at an 
estimated cost of $31,000, the work to consist of removal of snags, 
closing cut-offs, and constructing wing dams. No estimate for main¬ 
tenance was made. This project called for a channel to be dredged 




















RIVER AND HARBOR APPROPRIATION BILL. 


221 


across the bar at the mouth of the river 2,200 feet long. Jetties and 
wing dams are of the usual pile and brush type. The only published 
map of this river will be found in House Document No. 701, Sixty - 
third Congress, second session. 

Condition at the end of fiscal year .—This project was apparently 
completed about 1882, although the reports are not definite as to 
just what year the final work w T as done. The result of the improve¬ 
ment was the development of a channel 150 feet wide and 5J feet 
deep through the bar at the mouth of the river, and a navigable 
channel from the mouth of the river to Patsaliga Creek, as called for 
in the existing project. At the end of the fiscal year the bar at the 
mouth of the river had shoaled to a minimum depth of about 4 feet, 
and snags and other obstructions had accumulated in the river so 
that the controlling depth to Patsaliga Creek, aside from the bar at 
the mouth of the river, was approximately 6 feet to Molino, 3 feet 
to the State line, and 1.5 feet beyond. There is little navigation on 
this river, except for log rafts. Drafts as above can be carried 
throughout the year. High-water navigation, with drafts up to 4 
feet, can be ordinarily depended on from December to March. There 
are no gauges on this river. The total expenditures under the exist¬ 
ing project up to the end of the fiscal year were $47,161.26 for new 
work and $74,867.61 for maintenance, making a combined total of 
$122,028.87. The project was completed for $8,838.74 less than the 
original estimate. 

Effect of improvement .—The general effect of the improvement 
was to admit of safe transportation of timber in rafts on a stage of 
water approximately 3 feet less than under original conditions. This 
improvement has had no effect on freight rates. 

Proposed operations .—No operations on this improvement are 
proposed for the fiscal year 1917. 

It is estimated that $2,500 will be needed for the fiscal year 1918 
to be used in dredging a channel across the bar at the mouth of the 
river, which bar has shoaled to such an extent as to render it difficult 
and dangerous for tugs to enter the mouth of the river in order to 
take barges of timber in tow. Regulations, issued by the War De¬ 
partment, prohibit the rafting of certain-sized timber beyond the 
mouth of tributaries to Pensacola Harbor, thus rendering it impera¬ 
tive that such timber should be placed upon barges before going over 
the bar. This estimate includes the operating cost of the dredge 
Blackwater at a monthly cost of $2,500. 

The average maintenance cost for the years 1914, 1915, and 1916 
has been $2,463, which is practically the same as that asked for above. 

Commercial statistics .—The commerce for this stream for the cal¬ 
endar year 1915 was 85,000 short tons, valued at $850,000, all of 
which used the improvement. It consisted entirely of pine lumber 
and timber. The usual limit of draft was 5 feet for the lumber and 
1.5 feet for the timber, the latter forming about four-fifths of the 
tonnage. 

Comparative statement. 


Year. 

Short tons. 

Value. 


107,713 

70,912 

85,000 

$1,026,880 

709,120 

850,000 















222 


RIVER AND HARBOR APPROPRIATION BILL. 


There is no change in the nature of the commerce resulting from 
the improvement. 


Amount expended on all projects from 1833, to June 30, 1916: 

New work_$118, 336. 26 

Maintenance_ 74, 867. 61 


Total___ 193, 203. 87 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 2, 500. 00 


MOBILE HARBOR, ALA. 

Location and description. —This harbor is in the southwestern part 
of the State of Alabama, about 92 miles from Pensacola, Fla., on 
the east, and about 61 miles from Pascagoula, Miss., on the west. 

Existing project. —This provides for the formation of a channel 
300 feet wide in Mobile River and 200 feet wide in Mobile Bay with 
a depth of 27 feet at mean low 7 w ater. The average range of the tide 
at the upper end of this channel is about 1.4 feet and at its lower 
end about 1.1 feet. The dredged channel extends from Chickasaw 
Creek, about 5 miles above the mouth of Mobile River, to deep water 
in the low 7 er part of Mobile Bay, a distance of 33J miles. The esti¬ 
mated cost of original work under this project is $1,802,548, and its 
maintenance $100,000 per annum. This project was adopted by the 
river and harbor act approved June 25, 1910. (See H. Doc. No. 657, 
61st Cong., 2d sess.) The act of June 13, 1902, made the removal of 
sunken obstructions part of the maintenance of Mobile Harbor. 
The latest published map of this locality may be found on page 1916 
of the Annual Report for 1912. 

Condition at the end of fiscal year. —The existing project has been 
completed. Expenditures since its completion have been applied to 
maintenance of the existing project. An increase in depth of 21J 
feet over that originally existing has resulted. On June 30, 1916, 
the controlling depth in the dredged channel was 26.8 feet at mean 
low water. The total expenditures under the existing project to 
June 30, 1916, are as follows: For new work, $1,479,126.70, and for 
maintenance, $395,265.65 (including $25,885.76 for removing sunken 
obstructions), a total of $1,874,392.35. The project was completed 
during the fiscal year ending June 30, 1915. The cost of its com¬ 
pletion, including $144,363.45 for maintenance dredging during its 
progress, was $179,057.85 less than the approved estimate of 
$1,802,548. 

Local cooperation. —No conditions were imposed by law 7 . The city 
of Mobile has expended the following amounts in the construction 
of a public wharf, a bulkhead, a steel shed, and in dredging necessary 
to produce 27 feet of water between its wharf and the United States 
dredged channel: Cost of wharf and bulkhead and repairs to same, 
$29,526; cost of shed and repairs to same, $61,641; and cost of dredg¬ 
ing in front of wharf, $60,094. 

Effect of improvement. —The effect of the improvement has been 
to give Mobile a reduction in rail freight rates between this port 
and Atlantic seaports and, by admitting a larger class of steamers, 
to reduce insurance and water freight rates upon shipments between 
Moble and other ports. 







RIVER AND HARBOR APPROPRIATION BILL. 


223 


Proposed operations .—It is proposed to use the funds available on 
July 1, 1916, $15,993.96, and the $135,000 appropriated by the river 
and harbor act of July 27, 1916, as follows: 


Operation of one hydraulic pipe-line dredge one year in maintain¬ 
ing the improvement, including upkeep of plant, surveys and 

office expenses, and contingencies_^_$112,205. 75 

Construction of about 1,200 feet of floating pipe line (estimated 

time, 8 months)- 25,000.00 

Construction of residence for caretaker on Pinto Pass Reservation 

(estimated time, 2 months)_ 1,500.00 

Removing obstructions from Mobile Harbor by day labor with 
United States plant (estimated time, 8 months)_ 12,288.21 


Total- 150,993.96 


It is estimated that the above funds will be exhausted by June 30, 
1917. 

The dredged channel shoals at the rate of about 4,910,000 cubic 
yards per annum. Snags, logs, and sunken obstructions accumu¬ 
late in the river channel. The maintenance of the dredged channel 
requires the attention of a hydraulic pipe-line dredge all the time, 
and the services of a snag boat a considerable portion of the time. 
With funds estimated for the fiscal year ending June 30, 1918, it i§ 


proposed to do the following work: 

Operation of one hydraulic pipe-line dredge one year in maintaining 
the improvement, including upkeep of plant, surveys, and office ex¬ 
penses _$105,000 

Operation of one snag boat three months, including upkeep and care of 
plant and office expenses_ 5,000 


Total_ 110, 000 

Commmercial statistics .—The total commerce for Mobile Harbor 


during the past three years, including bunker coal and river ship¬ 
ments, is given below: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 


2,212,805 

$61,368,688 


2,392,442 

58,085,903 


1,579,804 

46,440,771 



Amount expended on all projects from May 20, 1826, to .Tune 30, 


1916: 

New work__$6, 298, 785. 81 

Maintenance_ 1,121,097.72 


Total_ 7,419,883.53 


Balance available for fiscal year ending June 30, 1917- 150, 993. 96 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement- 110,000.00 


MOBILE HARBOR, ALA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 1763, 
Sixty-fourth Congress, second session: 

Mobile Harbor ship channel extends from Chickasaw Creek to deep water in 
lower Mobile Bav, a distance of about 33£ miles. From the lower end of this 
channel to Mobile Bar, a distance of about 6 miles, there is a natural depth of 



































224 


RIVER AND HARBOR APPROPRIATION BILL. 


30 feet or more, with a width of from 1,000 feet to more than 2,500 feet. The 
existing project for improvement of Mobile Harbor, adopted by the river and 
harbor act of June 25, 1910, provides for a channel of 27 feet deep at mean low 
water, 300 feet wide in Mobile River and 200 feet wide in Mobile Bay. To June 
30, 1915, the total expenditures on all projects for the harbor amounted to 
$7,322,362.33. The existing and only project for improvement of Mobile Bar was 
adopted by the act of June 13, 1902, and provides for a channel 300 feet wide 
and 30 feet deep at mean low water. Expenditures on this project to June 30, 
1915, amounted to $241,739.20. All original work at the harbor and bar has 
been completed, and present operations consist of maintenance. The district 
officer submits estimates for channels in Mobile Harbor 27 feet and 30 feet deep 
and 300 feet wide, both by way of the present route and by way of a new route 
along the western side of the bay. Estimates are also submitted for channels 
33 and 35 feet deep and 450 feet wide over the bar. He believes that a channel 
across the bar 33 feet deep and 450 feet wide, at an estimated cost of $62,200, 
and a channel in the bay and river in the present location 30 feet deep and 
300 feet wide at the bottom, at an estimated cost of $1,030,000, are justified by 
the extent of the commercial interests involved, and he recommends that chan¬ 
nels of these dimensions be adopted, provided that no work be done until local 
authorities have made provision for the establishment of additional transfer 
and terminal facilities. It is proposed to do the work by existing Government 
plant, augmented by one additional dredge, the cost of which is included in the 
above estimate for the channel in Mobile Bay and River. The division engineer 
concurs in the recommendations of the district officer. 

The Board of Engineers for Rivers and Harbors concurs in the views of the 
district officer and division engineer, with a slight modification of the recom¬ 
mended conditions of local cooperation. 

I concur generally in the views of the district officer, the division engineer, 
and the Board of Engineers for Rivers and Harbors, and therefore report that 
the further improvement by the United States of Mobile Harbor and Bar, Ala., 
is deemed advisable to the extent of providing a channel over the bar 450 feet 
wide and 33 feet deep at mean low water, as proposed by the district officer, at 
an estimated cost of $62,200 and $15,000 annually for maintenance; and a 
channel in the bay and river 300 feet wide and 30 feet deep at mean low water, 
following the present location, at an estimated cost of $1,030,000 and $150,000 
annually for maintenance, provided that no work be done under the new project 
until local interests have established pilotage dues and port regulations satis- 
fastory to the Secretary of War, have submitted acceptable plans for develop¬ 
ment of adequate terminal facilities, and have given assurance satisfactory to 
the Secretary of War that these terminal facilities will be provided within a 
reasonable time. 


ALABAMA RIVER, ALA. 

Location and description .—The Alabama River is formed 22J 
miles above Montgomery, Ala., by the junction of the Coosa and 
Tallapoosa Rivers. From this junction it flows in a southwesterly 
direction through the State of Alabama for a distance of 315J miles 
and unites about 44 miles north of the city of Mobile, in the south¬ 
western part of the State, with the Tombigbee River to form the 
Mobile River. 

Existing project .—The existing project provides for securing a 
channel by open-channel work not less than 4 feet deep from We- 
tumpka, Ala., on the Coosa River 11 miles above its junction with 
the Tallapoosa River to the mouth of the Alabama River. That 
portion of the project included between Montgomery and the mouth 
of the river, a distance of 293 miles, was authorized by the river and 
harbor act of March 3, 1905, which appropriated $100,000 for im¬ 
provement and maintenance, with a view to obtaining as nearly as 
possible a channel of depth not less than 4 feet by open-channel work. 
This act also called for a preliminary examination with a view to 
securing continuous navigation from the mouth to Montgomery and 


RIVER AND HARBOR APPROPRIATION BILL. 


225 


from Montgomery to Wetumpka, As a result of this examination 
an estimate of $650,000 for improvement and $50,000 for annual 
maintenance was made for securing a 4-foot channel from Montgom¬ 
ery to the mouth. See H. Doc. No. 378, 59th Cong., 1st sess.) The 
part of the project from Montgomery to Wetumpka, a distance of 
28.6 miles, was authorized by the river and harbor act of June 25, 
1910 (see H. Doc. No. 1089, 60th Cong., 2d sess.), at an estimated cost 
of $36,000, with an annual maintenance cost of $5,000. Under this 
project dredging and contraction works were required at various ob¬ 
structing shoals, usually consisting of gravel bars distributed over a 
length of river about 300 miles long. The latest published map of 
Alabama River will be found in the Annual Report for 1913, page 
2124. 

Condition at end of fiscal year. —At the end of the fiscal year the 
existing project was 78 per cent completed. As a result of the .im¬ 
provement navigation is practicable from the mouth of the river to 
Montgomery, Ala., for the entire year for boats not exceeding 3 feet 
in draft, except for unusually low stages of the water. Practically 
no work has been done under the new project between Montgomery 
and Wetumpka, Ala. The controlling depth at the end of the fiscal 
year at extreme low water, occurring at rare intervals only, was about 
2 feet at Youngs Bar and Gardners Island. Boats drawing 3 feet or 
less can usually operate throughout the year. Boats requiring more 
than 3 feet can operate on the river between the months of December 
to June, inclusive. Gauges are established at Montgomery and Selma, 
the readings on these two gauges for extreme low water being minus 
2 feet. The work still remaining to be done to complete the project 
is dredging at various bars between Gardners Island and the mouth 
of the river (a distance of 230 miles), from which it is estimated 
that 400,000 cubic yards of material will be removed, and that the 
construction of approximately 14,000 linear feet of pile and brush 
jetties and 10,000 linear feet of gravel dams will be necessary from 
Montgomery to the mouth. At the end of the fiscal year the work 
already done was in only fair condition, as many of the pile and brush 
dikes and spur jetties will have to be repaired and renewed, and main¬ 
tenance dredging will have to be carried on at several places. The 
total expenditure under the existing project up to the end of the 
fiscal year was $450,787.32 for new work and $406,312.04 for mainte¬ 
nance, making a total of $857,099.36. 

Local cooperation. —The city of Montgomery has established an 
incline, which greatly facilitates the loading and unloading of boats 
at that city. At Selma, Ala., there is a free inclined road, on which 
freight is hauled by teams. 

Effect of improvement. —The effect of the improvement has been 
to maintain on the river effective competition with the railroads as 
far as Selma, and to some extent to Montgomery. Whether this 
competition has resulted in an actual lowering of rates is not known, 
but it is claimed that the competition has prevented an increase in 
rates. There has been a revival in the river traffic during the past 
year and it is anticipated that greater use will be made of this means 
of transportation in the future than has been made in the past. 

Proposed operations. —With the funds appropriated by the river 
and harbor act . approved July 27, 1916, continuation of work of 

II. Kept. 1289, 64-2-15 


226 RIVER AND HARBOR APPROPRIATION BILL. 

improvement is contemplated as follows: Dredging at Gardners 
Island, Travers Crossing, Cunningham Bluff, Fislitrap Bar, Fish- 
trap Lower Bar, and Youngs Bar from September 15, 1916, to De¬ 
cember 31, 1916, at a cost of $17,000, using the U. S. towboat Ala¬ 
bama and the U. S. dredge Pettus , with hired labor, at a monthly 
operating cost of $4,500; jetty work, consisting of pile and brush 
jetties, stone-paved gravel jetties, and submerged dams at Hadnots 
Bar, Lower Catoma Bar, O’Possum Bight, Manack Bar, Tallawassee 
Bar, Cypress Creek, Holy Ground Bar, Benton Bar, Gardners Is¬ 
land, Cunnigham Bluff, and Fishtrap Bar, at a total cost of $41,000, 
using hired labor and the U. S. towboat Alabama and the U. S. 
dredge Pettus and auxiliary plant at a monthly operating cost of 
$6,500, the work to be done in the periods between August 1, 1916, 
and September 15, 1916, and between January 1, 1917, to June 30, 
1917. Maintenance, snagging, and jetty-repair work will be carried 
on throughout the entire river where needed, at a total cost of $7,000, 
using hired labor and the U. S. snag boat Wm. J. Twining , at a 
monthly operating cost of $1,200, the work to be done in the periods 
of September 1, 1916, to December 1, 1916, and May 1, 1917, to 
June 30, 1917. New plant will be purchased at a cost of $14,000; 
minor repairs to existing plant will be made at a cost of $12,000, 
and surveys will be carried on and incidental work done at a total 
cost of $4,000. It is estimated that there will be $5,000 unexpended 
at the end of the fiscal year. 

It is estimated that $85,000, in addition to the $5,000 above men¬ 
tioned, will be needed for the fiscal year 1918, to be expended for new 
work in dredging, at a cost of $37,000, by hired labor using Govern¬ 
ment plant, including the U. S. towboat Alabama and U. S. dredge 
Pettus , at a monthly cost of $4,500, and the construction of jetties, 
submerged dams, and other contraction works, at a cost of $30,000, 
by hired labor using Government plant, including the U. S. towboat 
Alabama , U. S. dredge Pettus , and auxiliary plant at a monthly cost 
of $6,500. Maintenance work will also be done at a cost of $9,000 
by hired labor using Government plant, including operation of U. S. 
snag boat Wm. J. Twining , at a monthly cost of $1,100. Surveys and 
minor repairs will be made as needed, the total estimated cost for 
maintenance being $23,000. 

Commercial statistics. —The commerce for this stream for the cal¬ 
endar year 1915 was 76,417 short tons, valued at $3,831,064, all of 
which used the improvement. It consisted principally of cotton, 
cotton seed, fertilizer, grain, logs, lumber, timber, naval stores, manu¬ 
factured iron and steel, and miscellaneous merchandise. The usual 
limit of draft for loaded boats is 6 feet. 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

153,295 

112,345 

76,417 

$6,141,808 
4,329,007 
3,831,064 

1914. 

1915. 



There is no change in the nature of the commerce resulting from 
the improvement. The steamer American was destroyed by fire early 










RIVER AND HARBOR APPROPRIATION BILL. 


227 


in the year 1915. The steamer Peerless was built early in the year 
1915 and is now operating on the river between Mobile and Mont¬ 
gomery. The decrease in value was due to the unsettled condition 
of the lumber, timber, cotton, and naval stores market. This de¬ 
crease is in all probability a temporary one. 

Amount expended on all projects from June 18, 1878, to June 30, 


1916: 

New work_;_,_ $851, 207. 89 

Maintenance___ 425, 387.16 


Total_ 1, 276, 545. 05 

Balance available for fiscal year ending June 30, 1917_ 100, 227. 66 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement_ 62, 000. 00 

For maintenance of improvement__ 23, 000. 00 


Total_ 85, 000. 00 


TOMBIGBEE RIVER, ALA., FROM MOUTH TO DEMOPOLIS (MAINTENANCE OF 

CHANNEL.) 

Location and description. —The source of this river is in north¬ 
eastern Mississippi, and its mouth at the point where, by confluence 
with the Alabama, it forms the Mobile River, 45 miles from Mobile 
Bay. Its length is about 503 miles, its flow southerly, and the length 
of this section, from mouth to Demopolis, is 185 miles. The section 
is tidal for a distance of 66 miles above its mouth, above which point 
it is canalized. 

Existing project. —The existing project for the improvement of the 
Tombigbee River from the mouth to Demopolis, a distance of 185 
miles, adopted by the river and harbor act of June 13, 1902, contem¬ 
plated only the maintenance of the existing channel by the removal 
of logs, snags, and other obstructions from the stream and by the 
repair of dikes. This project, as well as that for lock and dam con¬ 
struction, is based on a survey, report of which is dated December 24, 
1889. (See Annual Report for 1890, p. 1719, and H. Doc. No. 156, 
51st Cong., 1st sess.) The document contains no maps. The tidal 
variation is about 1 foot at mouth. 

Conditions at the end of fiscal year. —The project is for mainte¬ 
nance only. Since the completion of the canalization, which in¬ 
cludes the part of this section above Lock 1, for which see preced¬ 
ing report on Black Warrior, Warrior, and Tombigbee Rivers, Ala. f 
the general condition is much improved, and, although the channel is^ 
narrow and tortuous in places, a 6-foot draft for all-year navigatiom 
obtains throughout this section. At the end of the fiscal year tile? 
channel was clear of all obstructions. The total expenditures under 
the existing project up to the end of the fiscal year were $144,526.31, 
all for maintenance. 

Effect of improvement. —The effect of the project has been to 
render navigation safer and cause a probable reduction to an un¬ 
known extent of freight rates between Mobile and points on the 
river below Demopolis. Large quantities of low-class freight con¬ 
tiguous to the river have been transported, which could not have 
been profitably marketed except for river improvement. 













228 


RIVER AND HARBOR APPROPRIATION BILL. 


Proposed operations. —It is estimated that the construction of der¬ 
rick boat and of hull for 10-inch dredge and the necessary work of 
maintenance to June 30, 1918, will cost about $74,000, thus requiring 
an additional appropriation of $30,000, and an estimate for this sum 
is submitted. 

Commercial statistics. —Commerce on this section, consisting prin¬ 
cipally of logs, lumber, cotton, fertilizer, staves, coal, and general 
merchandise, for the calendar years 1913, 1914, and 1915 is as follows: 


Comparative statement. 


Year. 

Short tons. 

Value. 

1913. 

178,718 

299,975 

260,092 

$3,139,551 
2,712,351 
3,060,052 

1914. 

1915. 



Amount expended on all projects from 1871 to June 30, 1916 : 

New work__$199, 542. 48 

Maintenance_ 194, 526. 31 


Total_ 394, 068. 79 

Balance available for fiscal year ending June 30, 1917_ 44, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 30, 000. 00 


TOMBIGBEE RIVER, FROM DEMOPOLIS, ALA., TO WALKERS BRIDGE, MISS. 

Location and description. —The source of the river is in northeast¬ 
ern Mississippi, its flow southeasterly, and its mouth 45 miles from 
Mobile, Ala., where it unites with the Alabama to form the Mobile 
River. From Demopolis, the lower limit of the improvement, to the 
mouth is 185 miles. 

Existing project. —The present project for the section from Demop¬ 
olis to Columbus, 149 miles, was adopted by river and harbor act of 
September 19, 1890, and provides for securing a channel 6 feet deep 
at low water by snagging, tree cutting, bank revetment, bar improve¬ 
ment, and the construction of locks and dams at an original cost of 
$779,400 and $28,500 for maintenance annually. 

The present project, as adopted by river and harbor acts of March 
3,1873, and August 11,1888, for the section of 169 miles from Colum¬ 
bus to Walkers Bridge, provides for securing a high-water channel 
by the removal of obstructions at an estimated cost of $47,000 and 
$6,500 annually for maintenance. This part of the improvement was 
formerly divided into two sections, but later appropriations were 
made for the work as one improvement. Since 1911 work has been 
restricted to improvement at and below Aberdeen. The river and 
harbor act of February 27, 1911, consolidated the improvement from 
Demopolis to Walkers Bridge under one head and made one appro¬ 
priation for this section. 

Condition at the end of fiscal year. —The proportion of the ap¬ 
proved project accomplished from Demopolis to Columbus can not 
be stated. Since 1902, expenditures have been applied to mainte¬ 
nance under existing projects for this entire section. Navigation 

















RIVER AND HARBOR APPROPRIATION BILL. 


229 


above Aberdeen, Miss., for a distance of 119 miles is impracticable 
except for rafting at the mean and high stages. From Aberdeen to 
Columbus, about 50 miles, navigation is possible at high stages but 
dangerous on account of rapid fluctuation, and no boats ply this 
part of the section. From Columbus to Demopolis, 149 miles, navi¬ 
gation at mean and high stages, during about four months each year, 
is comparatively safe for river steamers with a draft of 5 feet, 
but boats rarely go up as far as Columbus—Pickensville, 114 miles 
above Demopolis, usually being the upper limit. At low water navi¬ 
gation is mostly confined to small craft except for a few miles above 
Demopolis, the controlling depth being about one foot. The total 
expenditures under the existing project are $150,307.73 for improve¬ 
ment and $175,877.36 for maintenance, a total of $326,185.09. 

Effect of improvement .—The effect has been to render water trans¬ 
portation safer and to result in lower freight rates between Mobile 
and points on the Tombigbee River above Demopolis, the exact effect 
being difficult to estimate. 

Proposed operations .—It is proposed to use the funds available on 
July 1, 1916, $750, and the $10,000 appropriated by the river and 
harbor act of July 27, 1916, as follows: 


Operation of one United States snag boat_$8, 000 

Repair and upkeep of plant_ 1, 250 

Office and contingencies_ 1, 500 


Total___10, 750 


The above funds will be exhausted by January 31, 1917. 

With the estimate of $15,000 submitted for the prosecution of 
work in this section during the fiscal year ending June 30, 1918, it 
is proposed to operate one United States snag boat in removing snags 
and other obstructions from the channels and banks of this section 
of river, between Demopolis and Columbus, all work being for main¬ 
tenance. 

Corwmercial statistics .—The traffic over this section of river for the 
calendar years 1913, 1914, and 1915 is as folloivs: 

Comparative statement. 


Year. 

Short tons. 

Value. 

1913 . 

64,523 

29,096 

34,233 

$876,672. 00 
495,140. 00 
461,752. 60 


1915 . 




The principal commodities for the current year consisted of cot¬ 
ton, cotton seed, fertilizer, hardware, logs, staves, and miscellaneous. 


Amount expended on all projects from 1871 to June 30, 1916: 

New work_$197, 650. 71 

Maintenance_:- 191, 917. 36 


Total_ 389,568.07 


Balance available for fiscal year ending June 30, 1917- 10, 750. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 15, 000. 00 























230 


RIVER AND HARBOR APPROPRIATION BILL. 


CHANNEL BETWEEN MOBILE BAY AND MISSISSIPPI SOUND, ALA. 

Location and description. —This channel is south of the south¬ 
western part of the State of Alabama and affords passage through 
the shoal water between Mobile Bay and Mississippi Sound. It is 
about 30 miles south of Mobile, Ala., and about 31 miles east of Pas¬ 
cagoula, Miss. 

Existing project. —This project was adopted by the river and har¬ 
bor act of July 25, 1912, and provides for a channel 100 feet wide at 
bottom and 10 feet deep at mean low water from curve of 10-foot 
depth in Mobile Bay to the 8J-foot contour in Mississippi Sound, a 
distance of about 4 miles, at an estimated cost of $50,000. (H. Doc. 

No. 967, 60th Cong., 1st sess., which contains the latest published 
map.) As the mud is soft in Mississippi Sound, a vessel with a draft 
of 10 feet can go through it. The average range of the tide is 1.2 
feet. The cost of maintaining this improvement has been estimated 
at $10,000 per year. 

Condition at the end of fiscal year. —A channel 10 feet deep and 
100 feet wide at bottom has been dredged through the shoal waters 
at this locality from the 10-foot contour in Mobile Bay to the 8J-foot 
contour in Mississippi Sound, a distance of about 4 miles. This 
channel provides a passageway between Mobile Bay and Mississippi 
Sound and is protected to some extent by the shoal water through 
which it extends and by Dauphin Island on the south and the main¬ 
land of Alabama on the north. All work on this improvement has 
consisted of dredging. The existing project has been completed. 
Expenditures since its completion have been applied to its mainte¬ 
nance. An increase in depth of 7 feet over that originally existing 
has resulted. On June 30,1916, the controlling depth in the dredged 
channel was 10.3 feet at mean low water. The total expenditures 
under the existing project to June 30, 1916, are as follows: For new 
work, $45,604.59, and for maintenance, $3,895.41; a total of $49,500. 
The project was completed during the fiscal year 1915 for $4,395.41 
less than the original estimate. 

Effect of improvement. —The project results in effecting a saving 
in freight rates between Mobile, Ala., and New Orleans, La., and 
intermediate points on the Mississippi coast. A channel 3 or 4 feet 
deeper than formerly is now available, and vessels no longer pay the 
toll charged them when passing through Grants Pass. 

Proposed operations. —It is proposed to use the funds available on 
July 1,1916—$490—and the $5,000 appropriated by the river and har¬ 
bor act of July 27,1916, as follows: Operation of one hydraulic pipe¬ 
line dredge one-half month, including upkeep of plant, surveys, and 
office expenses, $5,490. 

It is estimated that the above amount will be exhausted by June 
30, 1917. 

The dredged channel shoals at the rate of 100,000 cubic yards per 
annum. It was last redredged in March and April, 1916. 

With funds estimated for the fiscal year ending June 30, 1918, it 
is proposed to do the following work! Operation of one hydraulic 
pipe-line dredge one-half month, including care and upkeep of plant, 
surveys, and office expenses, $5,000. 


RIVER AND HARBOR APPROPRIATION BILL. 


231 


Commercial statistics .—The total commerce for the channel be¬ 
tween Mobile Bay and Mississippi Sound during the last three years 
is given below: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

81,076 
51,098 
82,744 

$551,591 

423,638 

998,947 

1914. 

1915. 



The commerce during 1915 consisted principally of fish and oys¬ 
ters, general merchandise, naval stores, cotton and cotton products, 
coal, lumber, stone, and sand and gravel. 

Amount expended on all projects from May 23, 3828, to June 30, 


1916: 

New work_$45, 604. 59 

Maintenance_ 3, 895.41 


Total_ 49, 500. 00 


Balance available for fiscal year ending June 30, 1917_ 5, 490.00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_-_ 5, 000. 00 


PASCAGOULA HARBOR, MISS. 

Location and description .—This harbor is in southeastern Missis¬ 
sippi, about 61 miles from Mobile, Ala., on the east, and about 44 
miles from Gulfport, Miss., on the west. It includes the lower 4 
miles of Dog River, the lower 6.8 miles of Pascagoula River, and a 
channel across Mississippi Sound and the outer bar at Horn Island, 
a total distance of 22.7 miles. 

Existing project .—This project is a modification of that recom¬ 
mended in the report on the survey of Pascagoula River published 
in House Document No. 682, Sixty-second Congress, second session, 
for a channel 22 feet deep at mean low water and 150 feet wide, from 
the Louisville & Nashville Railroad bridge across the Pascagoula 
River at Pascagoula, Miss., to a point 4 miles above the mouth of Dog 
River, and 22 feet deep at mean low water, and 225 feet wide from 
this bridge across Mississippi Sound to Horn Island Pass, and 25 
feet at mean low water and 300 feet wide across the outer bar, at an 
estimated cost of $383,000, with $50,000 annually for maintenance. 
In acting on this survey the Chief of Engineers recommended ap¬ 
proval, provided that $100,000 be contributed by local interests and 
that space be provided for suitable wharves furnished both by Moss 
Point and Pascagoula. As thus modified the project was adopted in 
the river and harbor act approved March 4, 1913, but under resolu¬ 
tion adopted by the Committee on Rivers and Harbors of the House 
of Representatives on August 15, 1914, before any work had been 
done, this amended project was examined and modified. As shown 
in Rivers and Harbors Committee Document No. 12, Sixty-third 
Congress, second session, the project was further amended by waiv¬ 
ing the requirement that as a condition precedent to further improve¬ 
ment a contribution of $100,000 be made jointly by Moss Point and 


















232 


RIVER AND HARBOR APPROPRIATION BILL. 


Pascagoula, and by limiting the authorized first cost to $283,000, to be 
expended in securing a through channel of such dimensions as might 
be obtained by the expenditure of $283,000. This sum was the 
originally estimated cost to'the United States of the work included in 
the so-called 22-foot project of House Document No. 682, Sixty-second 
Congress, second session. As thus amended, the project was adopted 
by the river and harbor act approved March 4, 1915, and provides 
for securing such additional depth in the river, sound, and pass in 
excess of the previous project depths of 17 feet in the river and sound 
and 21 feet in the pass, as can be secured by the expenditure of 
$283,000. The estimated cost of maintenance is not definitely stated 
in the project document, but is not expected to exceed $50,000 a year. 
The average range of the tide is about If feet. The latest published 
map of this locality may be found in House Document No. 211, 
Fifty-fourth Congress, second session. 

Condition at the end of fiscal year .—All work under this improve¬ 
ment has consisted of dredging. The 21-foot Horn Island Pass 
project was completed during the fiscal year ending June 30, 1908, 
and the 17-foot project for the river and sound was completed to 
within 85 per cent of its original estimated dimensions in the fiscal 
year ending June 30, 1911. No new work has been done under the 
existing project, the expenditures ($20,716.67) being applied to the 
maintenance of channels formed under the previous project. On 
June 30, 1916, there was a controlling depth of 21 feet in the channel 
across the bar, but, due to rapid shoaling, the controlling depth in 
the Pascagoula Channel was only 15.6 feet, being an increase over 
that originally existing of 12.6 feet. The Horn Island Pass Chan¬ 
nel affords an increase of 3 feet over that originally existing at that 
locality. 

Local cooperation. —The river and harbor act of March 4, 1915, 
required local interests to furnish space for public wharves, both at 
Moss Point and at Pascagoula, 800 feet in length and of such width 
as may be satisfactory to the Secretary of War. Both towns have 
provided sites, which were approved by the Secretaiy of War on 
May 8,1916. A small municipal wharf has been built at Pascagoula, 
Miss., by the town of Pascagoula, at a cost of $300. 

Effect of improvement. —The completion and maintenance of pre¬ 
vious projects has resulted in the reduction of rail freight rates be¬ 
tween this harbor and seaboard cities on the Atlantic coast, and also 
in affording direct water freight rates on lumber to other ports. 

Proposed operations. —It is proposed to use the funds available on 
July 1, 1916, $13,747.24, and the $80,000 appropriated by the river 
and harbor act of July 27, 1916, as follows: 


Operation of one hydraulic pipe-line dredge about 8 months in new 
work and maintenance, including upkeep of plant, surveys, office 

expenses, and contingencies_$83, 747. 24 

Operation of one seagoing dredge about 2 months in new and main¬ 
tenance work, including upkeep of plant, surveys, and office ex¬ 
penses--- 6, 000. 00 

Construction of a suitable launch to attend the dredge_ 4, 000. 00 


Total- 93, 747. 24 


It is estimated that the above funds will be exhausted bv April 30, 
1917. 







RIVER AND HARBOR APPROPRIATION BILL. 


233 


The dredged channel shoals at the rate of about 800,000 cubic 
yards per annum. Work under the existing project should be com¬ 
menced. With funds estimated for the fiscal year ending June 30, 
1918, it is proposed to do the following work: 


Operation of one hydraulic pipe-line dredge about 4 months in main¬ 
taining the 17-foot channel through Dog and Pascagoula Rivers and 
Mississippi Sound, including upkeep of plant, surveys, and office 

expenses_$32, 000 

Operation of one hydraulic pipe-line dredge about 8 months in new 

work, including upkeep of plant, surveys, and office expenses_ 68, 000 

Operation of one seagoing dredge about 1 month in maintaining the 21- 
foot channel across Horn Island bar, including upkeep of plant, sur¬ 
veys, and office expenses_ 3, 000 

Operation of one seagoing dredge 3 months in new work under the 
existing project, including upkeep of plant, suryeys, and office 
expenses- 10, 000 


Total_113,000 


Comrnercial statistics .—The total commerce for Pascagoula Har¬ 
bor during the past three years is given below: 

Comparative statement. 


P 


Calendar year. 

Short tons. 

Value. 

1913. 

1,020,938 
604,569 
102,851 

$7,064, 738 
4,557,484 

1914. 

1915. 

910^570 



The commerce during 1915 consisted principally of lumber and 
timber, naval stores, general merchandise, fish and oysters, crossties, 
wood slabs, and charcoal. 

Amount expended on all projects from Mar. 2, 1827, to June 30. 


1916: 

New work_ $904, 441. 61 

Maintenance__ 413, 687. 67 


Total__1, 318,129. 28 


Balance available for fiscal year ending June 30, 1917- 93, 747. 24 

Amount (estimated) required to be appropriated for completion 
of existing project--- 1 234, 000. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement-- 78, 000. 00 

For maintenance of improvement- 35, 000. 00 


Total_ H3, 000 .00 


GULFFORT HARBOR AND SHIP ISLAND PASS, MISS. 

Location and description .—This improvement is in the southeast¬ 
ern part of the State of Mississippi, about 44 miles from Pascagoula, 
Miss., on the east and about 78 miles from New Orleans (via Lake 
Borgne Canal) on the west. The anchorage basin and channel at 

i Of the $80,000 appropriated by the river and harbor act of July 27, 1916, it is 
expected that only $49,000 will be applied toward work on the new project, the remainder 
to be expended for maintenance. 

































234 


RIVER AND HARBOR APPROPRIATION BILL. 


Gulfport and the channel across Ship Island Bar have been formed 
by dredging. The anchorage basin, which is 1,320 by 2 ; 640 feet, is 
partially surrounded by a wall or revetment. The original project 
width of the Gulfport Channel was 300 feet. The project depth of 
the channel and basin was 19 feet at mean low water, but recent 
shoaling has occurred, and the present controlling depth is only 12.5 
feet at mean low water in the channel. The dredged channel is about 
7 miles long. The channel through Ship Island Bar has a width of 
300 feet and a depth of 22.6 feet at mean low water and is in an 
exposed locality, being seaward of Ship Island. The basin and chan¬ 
nel at Gulfport are not at the mouth of any stream and are in an 
exposed locality, unprotected by islands or any indentation of the 
coast line. 

Existing project .—The existing project provides for maintaining 
the 19-foot depth of the previous project and securing such additional 
depth as may be obtained by the operation of a Government-owned 
dredge in the basin at Gulfport and the channel leading therefrom 
to the anchorage at Ship Island and for securing a channel having a 
depth of 26 feet at mean low water and a width of 300 feet through 
Ship Island Pass to the Gulf of Mexico. The average range of the 
tide is about If feet. 

The project for the Gulfport Basin and Channel was adopted by 
the river and harbor act approved February 27, 1911, in accordance 
with the report printed in Rivers and Harbors Committee Docu¬ 
ment No. 2, Sixtieth Congress, first session, which contemplates the 
purchase or construction of a dredge, at a cost of about $200,000 and 
$75,000 annually for its operation. 

The project for Ship Island Pass was adopted by the river and 
harbor act of March 3, 1899, at an estimated cost of $40,000. (H. 

Doc. No. 120, 55th Cong., 3d sess.). These two localities were at first 
improved separately, but were joined in a common project by the 
river and harbor act of March 2, 1907. The Gulfport Channel is 
about 7 miles long, the Ship Island Pass Channel about 2 miles long. 
The latest published map of this improvement may be found on 
pages 1944 and 1945 of the Annual Report for 1912. 

Condition at the end of fiscal year .—All work on this improvement 
has consisted of dredging and the construction of a bulkhead about 
1.400 feet long partially across the seaward end of the anchorage 
basin to protect it from shoaling. The existing project for Ship 
Island Pass has been completed, expenditures since being applied 
to its maintenance. The project depth is an increase of 6 feet over 
the depth originally existing across Ship Island Bar, but, due to 
shoals, the controlling depth on June 30, 1916, was only 22.6 feet at 
mean low water. Due to rapid shoaling, the controlling depth in 
the Gulfport Harbor Channel and Basin on June 30, 1916, was 12.5 
feet at mean low water, an increase of 10 feet over that originally ex¬ 
isting. On account of the indefinite nature of the Gulfport Harbor 
project the percentage of completion can not be stated. Available 
funds for Ship Island Pass and those allotted in the future will be 
applied to the maintenance of the dredged channel. The total ex¬ 
penditures under the existing project to June 30,1916, are as follows: 
Gulfport Harbor, for new work, $20,000, and for maintenance, 
$442,717.53, a total of $462,717.53; Ship Island Pass, for new work, 
$39,695.88, and for maintenance, $58,145.83; a total for both or 


RIVER AND HARBOR APPROPRIATION BILL. 


235 


$560,559.24. The Ship Island Pass project was completed during 
the fiscal year ending June 30, 1900. The cost of its completion was 
$304.12 less than the approved estimate of $40,000. The bulkhead 
protecting the Gulfport Basin was constructed during the fiscal year 
ending June 30, 1911. Storms have carried away small portions of 
this bulkhead in various places, but it still furnishes considerable 
protection to the basin. 

Local cooperation .—There has been none. The Gulf & Ship Island 
Railroad Co., however, expended about $1,603,594.53 for the forma¬ 
tion and maintenance by dredging of the Gulfport Channel and 
anchorage basin and received from the United States the contract 
price of $150,000. As Gulfport is its terminus and it owns all the 
piers and wharves and the land and approaches on both sides of the 
basin, this company is the principal beneficiary, not only of this part 
of the improvement but also of that at Ship Island Pass. At least 
75 per cent of the exports are carried by this road. 

Effect of improvement .—The project results in affording a reduc¬ 
tion in rail freight rates between Gulfport and seaboard cities of the 
Atlantic coast and in affording water freight rates from points on 
the Gulf & Ship Island Railroad to foreign ports. 

Proposed operations. —It is proposed to use the funds available on 
July 1, 1916, $16,577.29, and the $85,000 appropriated by the river 
and"harbor act of July 27,1916, as follows: 


Operation of one hydraulic pipe-line dredge about 8 months, in 
maintaining and improving the channel and basin, including up¬ 
keep of plat, surveys, office expenses, and contingencies_$86, 223.12 

Operation of one seagoing dredge about 4 months, in maintaining 
the channel through' Ship Island Bar, including care and upkeep 
of plant, surveys, and office expenses_ 15, 354.17 


Total__ 101, 577. 29 


It is estimated that the above funds will be exhausted by April 
30, 1917. 

The Ship Island Pass Channel shoals at the rate of about 60,000 
cubic yards per annum. The Gulfport Harbor Channel and Basin 
shoal at the rate of about 2,600,000 cubic yards per year. In order 
to remove all shoals and properly maintain these channels in the 
fiscal year ending June 30, 1918, an estimate is submitted for addi¬ 
tional funds, as follows: 


Operation of one seagoing dredge 5 months, including surveys, upkeep 

and care of plant, and office expenses-$17, 000 

Operation of one hydraulic pipe-line dredge 7 months, including sur¬ 
veys, upkeep and repair of plant, and office expenses, in removing 
shoals_ 63, 000 

Total_ 80, 000 


Commercial statistics .—The total commerce for Gulfport Harbor 
during the past three years is given below : 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 


611,982 

$7,497,219 


442,250 

4,572,480 


490,079 

5,470,303 























236 


RIVER AND HARBOR APPROPRIATION BILL. 


The commerce during 1915 consisted principally of lumber and 
timber, naval stores, general merchandise, cotton, phosphate rock, 
iron pyrites, and asphaltum. 

Amount expended on all projects, March 3, 1899, to June 30, 1916: 


New work_ $225,199. 77 

Maintenance_ 857, 467. 52 


Total___ ; _ 1, 083, 667. 29 


Balance available for fiscal year ending June 30, 1917_ 101, 577. 29 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for works of improvement and for maintenance_ 80, 000. 00 


PASCAGOULA, LEAF, AND CHICKASAHAY RIVERS, MISS. 

Location and description .—The Leaf and Chickasahay Livers rise 
in the eastern central part of Mississippi, form the Pascagoula River 
at their confluence at Merrill, and the latter empties into Mississippi 
Sound at Pascagoula. The flow is southerly. The section of the 
Pascagoula under improvement is 82.1 miles long from the mouth of 
Dog River, 6.8 miles above the mouth of the Pascagoula River on 
Mississippi Sound, to the junction of the Leaf and Chickasahay at 
Merrill, Miss. Leaf River from its mouth to the mouth of Bowie 
Creek, near Hattiesburg, T8.8 miles, and about 75 miles of the Chicka¬ 
sahay, from its mouth to Bucatunna. are also included in the project. 

Existing project .—The existing project for the Pascagoula River 
was adopted by river and harbor act of August 5, 1886, and pro¬ 
vides only for maintenance of the channel by the removal of obstruc¬ 
tions from time to time. The river and harbor act of March 3, 1899 r 
made a separate appropriation for this river, limiting the improve¬ 
ment to the section 82.1 miles long above the Dog or Escatawpa 
River. Since then it has been considered a separate improvement 
and appropriations have been made accordingly. Report of the 
examination on which the project was originally based is printed in 
Annual Report of the Chief of Engineers for 1879, page 835. 

The existing project for the Leaf River was adopted by the river 
and harbor act of September 19, 1890, and provides for making a 
channel for high-water navigation by the removal of obstructions 
and overhanging trees, at an estimated cost of $25,000, from Bowie 
Creek to the mouth of the river, a distance of 78.8 miles. For the 
report of the examination on which this project is based see Annual 
Report of the Chief of Engineers for 1889, page 1462. No change 
has been made in this project, all work now being applied to main¬ 
tenance. 

The existing project for the Chickasahay River was adopted by 
the river and harbor act of March 3, 1905, and provides only for 
maintaining, at an annual cost of $2,500, the channel in the Chicka¬ 
sahay from the mouth to Bucatunna, Miss., about 75 miles, by the 
removal of logs, snags, and other obstructions. This project is de¬ 
signed to keep the river in a navigable condition for rafting at 
high-water stages, and is based on an examination. (See H. Doc. 
No. 230, 58th Cong., 2d sess., and also Annual Report for 1904, p. 
1855.) Tidal variations for the Pascagoula River are about 1^ feet 
at the mouth. 










RIVER AND HARBOR APPROPRIATION BILL. 


237 


Conditions at the end of fiscal year. —On the Pascagoula Rivfer 
maximum depths of 7 feet at mean low water from the mouth of 
Dog River to Dead Lake, 32 miles, and 3 feet above that point, about 
50 miles, exists. The channel in places is obstructed by logs and 
snags. Under the existing project the total expenditure to the end 
of the fiscal year was $53,175.04, all for maintenance. The Leaf 
River is navigable for rafts and logs only at mean and high stages. 
There is no other navigation. A high-water channel is available for 
boats of light draft, but navigation is more or less dangerous. The 
total expenditure under the existing project to the end of the fiscal 
year was $40,516.20, of which $11,019.04 was for improvement and 
§29,497.16 for maintenance. The Chickasahay River is navigable for 
rafts and logs only at mean and high stages, and there is no other 
commerce. The total expenditures under the existing project to the 
end of the fiscal year were $12,850.27, all for maintenance. The total 
expenditures for the three streams on the existing project have been 
$106,541.51, of which $11,019.04 was for new work and $95,522.47 
for maintenance. 

Effect of improvement. —The improvement of the Pascagoula 
River, besides making navigation safer, is believed to effect a reduc¬ 
tion to an unknown extent in freight rates on lumber between Mer¬ 
rill, Miss., and the Gulf coast, but because of the limited commerce 
the improvement of the Leaf and Chickasahay Rivers has had no 
apparent effect on freight rates. 

Proposed operations. —It is estimated that the necessary work of 
maintenance to June 30, 1918, will cost about $22,650, thus requiring 
an additional appropriation of $5,000, and an estimate for this sum 
is submitted. 

Commercial statistics. —Commerce on the Pascagoula, Leaf, and 
Chickasahay Rivers, which consisted principally of logs, lumber, 
piling, crossties, charcoal, rosin, turpentine, and general merchan¬ 
dise, for the last three calendar years is as follows: 

Comparative statement. 


River. 

Calendar 

year. 

Short 

tons. 

Valuation. 

Pascagoula. 

1913 

1914 

1915 

1913 

1914 

1915 

1913 

1914 

1915 

626,956 
308,174 
123,690 
335,010 
179, 061 
114,600 
152,255 
66,623 
71, 800 

S3,939,500 
2,314,725 
601,050 
1,701,000 
685, 746 
401, 200 
446, 750 
254,616 
168, 500 

Leaf. 

Chickasahay . 



The decrease in commerce for the year 1915 is principally due to 
depression in the lumber market. 

Amount expended on all projects from 1880 to June 30, 1916: 


New work_.-$38, 089. 94 

Maintenance - 95, 851. 30 


Total_ 133,941.24 


Balance available for fiscal year ending June 30, 1917- 17, 650. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 5, 000. 00 



















238 


RIVER AND HARBOR APPROPRIATION BILL. 


EAST PEARL RIVER, MISS. 

Location and description. —This improvement is in Lake Borgne, 
at the entrance to East Pearl River, South of the State of Mississippi 
and between it and the State of Louisiana. It is about 35 miles west 
of Gulfport, Miss. 

Existing project. —The existing project was adopted by the river 
and harbor act of June 25, 1910, and provides for the restoration at 
the mouth of East Pearl River of the former project depth of 9 feet 
at mean low water over a width of 200 feet, thereby connecting the 
9-foot contour in Lake Borgne with the same contour in East Pearl 
River, a distance of about 1.3 miles. The average range of the tide 
is If feet. The original work was estimated to cost $34,000, and the 
cost of maintenance was estimated at $6,000 per annum. (See 
H. Doc. No. 328, 60th Cong., 1st sess.) The latest published map 
may be found in House Document No. 206, Fifty-fourth Congress,, 
second session. 

Condition at the end of fiscal year. —This improvement consists of 
a dredged channel through the bar at the mouth of this stream, 
having a depth of 9 feet at mean low water and a width of 200 feet. 
This channel is about 1.3 miles long and connects the 9-foot curve of 
depth inside and outside of the bar. All work on this improvement 
has consisted of dredging. An increase in depth of 2 feet over that 
originally existing has resulted, but on account of a recently formed 
shoal the controlling depth on June 30, 1916, in the dredged channel 
was T.T feet at mean low water. The total expenditures under the 
existing project to June 30, 1916, are as follows: For new work, 
$8,928.13; for maintenance, $10,418.11; a total of $19,346.24. The 
project was completed during the fiscal year 1911 for $25,071.87 less 
than the approved estimate of $34,000. The large saving is due to 
the fact that the original estimate was based on former contract 
prices at this locality, whereas the work was done by day labor with 
United States plant. 

Effect of improvement. —No change in the nature of the commerce 
has resulted from the improvement, and the project has had little 
effect on freight rates. Commerce has been directly benefited, as 
larger boats can now cross the bar. 

Proposed operations. —It is estimated that the necessary work of 
maintenance to June 30, 1918, will cost about $11,600, thus requiring 
nn additional appropriation of $5,000, and an estimate for this sum 
is submitted. 

Commercial statistics. —The total commerce for East Pearl River 
during the past three years is given below: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

91,925 
113,059 
85,162 

$1 068 552 

1914. 

l’106) 845 
706 77& 

1915. 




The commerce during 1915 consisted principally of lumber and 
timber, oysters, general merchandise, laths and slabs, and bricks. 










RIVER AND HARBOR APPROPRIATION BILL. 


239 


Amount expended on all projects from July 5, 1884, to June 30, 


1916: 

New work_$37,127. 93 

Maintenance_ 10, 418.11 


Total_ 47, 546. 04 


Balance available for. fiscal year ending June 30, 1917_ 6, 634. 76 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 5, 000. 00 


YAZOO, TALLAHATCHIE, COLD WATER, AND BIG SUN FLO AVER RIVERS, MISS. 

Yazoo River and its tributaries were consolidated under one title 
of appropriation by the river and harbor act of June 13, 1902. 

YAZOO RIVER. 

Location and description .—This river is formed by the junction of 
Tallahatchie and Yalobusha Rivers, in Leflore County, Miss., flows 
about 178 miles in a generally southerly and southwesterly direction, 
and enters the Mississippi River at Vicksburg, Miss. 

Existing project .—This project, which appears to have been based 
on report printed on page 364 of the Annual Report of the Chief of 
Engineers for 1874, was adopted by the river and harbor act of 
March 3,1875, and contemplates the removal of snags, wrecks, sunken 
logs, overhanging trees, and other obstructions throughout the entire 
length of the river, a distance of 178 miles, at an estimated cost of 
$120,000 for four years’ work. The channel under improvement has 
an average width of about 500 feet and a minimum depth of 4 feet 
at all stages during the entire year. A map of the stream was pub¬ 
lished in the Annual Report for 1913. 

Condition at the end of fiscal year .—Nine wrecks of boats sunk 
during the Civil War, snags, sunken logs, and overhanging trees 
have been removed, and dredge cuts made through bars, from time 
to time as funds permitted. This work has kept the channel fairly 
free from obstructions, so that boats drawing 4 feet can safely navi¬ 
gate the entire river at all stages the year round. During the low- 
water season, usually from July to December, when the minimum 
reading on the gauge at Yazoo City is 0 feet, a draft of 4 feet is 
practicable. During the remainder of the year this gauge reads 6 
feet or higher, and boats drawing 4J feet, which is the largest size 
vessel using the waterway, have no trouble passing from head to 
mouth. The expenditure of the estimate was completed in 1888, but 
new obstructions having formed as old ones were removed, the project 
for new work imperceptibly changed into maintenance. It is not 
possible to separate new work from maintenance. The expenditures 
under the existing project to June 30, 1916, were $443,304.42, the 
amounts charged as new work and maintenance not being separable. 

Effect of improvement .—The work done under the existing project 
has made transportation by water easier and safer and has reduced 
freight rates about 33J per cent. 

Proposed operations .—It is proposed to apply the balance of 
$19,217.29 available for the fiscal year ending June 30, 1917, to re¬ 
moving obstructions to navigation throughout the entire length of 










240 


RIVER AND HARBOR APPROPRIATION BILL. 


the river. This will allow eight months’ work of the U. S. snag 
and dredge boat Ben Humphreys at a cost of $2,000 per month, 
if the stage of water will permit, which with about $3,000 for care 
and repair of the boat after operations are suspended will exhaust 
the balance by June 30, 1917. Work will begin about September 1. 
1916. 

The funds for which estimate is submitted are those which experi¬ 
ence has shown to be necessary to maintain an unobstructed channel. 
During the fiscal year ending June 30, 1918, it is proposed to operate 
the U. S. snag and dredge boat Ben Humphreys in removing ob¬ 
structions from the stream and in making dredge cuts through the 
bars; to construct a quarter boat, and to employ a chopping party in 
removing leaning trees along the banks and in destroying obstruc¬ 
tions with dynamite^ The work of the Humphreys is of most im¬ 
portance. Obstructions are continually forming and should be re¬ 
moved if navigation is to be maintained. 

Commercial statistics. —All commerce on the river has been directly 
benefited by its improvement. Boats usually draw about 4 feet 
loaded. Statistics have been compiled for the fiscal instead of the 
calendar year because the former more nearly coincides with the 
commercial year. 


Comparative statement. 


Fiscal year ending June 30— 

Short tons. 

Value. 

1914... 

100,111 
109,771 
84,858 

$1,231,481 
2,589,870 
3,183,603 

1915.: 

1916. 



The freight carried during the current fiscal year consisted of 
lumber and logs, farm products, and general merchandise. 

Amount expended on all projects from Mar. 3, 1873, to June 30, 

1916: 

SffniZ^r- --- }* $482,327. 48 

Balance available for fiscal year ending June 30, 1917_ 19, 217. 29 

Amount that can be profitably expended in fiscal year ending June 

30,1918, for maintenance of improvement_ ( 1 2 ) 


TALLAHATCHIE AND COLDWATER RIVERS. 

Location and description. —Tallahatchie River rises in Tippah 
County, Miss., flows about 230 miles in a general southwesterly 
direction, and joins Yalobusha River in forming Yazoo River at 
Greenwood. Coldwater River rises in Marshall County, Miss., flows 
about 125 miles in a general southwesterly direction and empties 
into the Tallahatchie River in Quitman County, about 115 miles 
above its mouth. 

Existing project. —This project, adopted by the river and harbor 
act of March 3, 1879, is based on report contained in Senate Execu¬ 
tive Document No. 42, Forty-fifth Congress, third session, and con¬ 
templates the removal of wrecks, snags, sunken logs, and leaning 

1 Owing to tbe character of the work it has not been practicable to keep separate the 
amounts spent for new work and for maintenance. 

2 See consolidated “ Financial summary ” following report on Big Sunflower River. 
















RIVER AND HARBOR APPROPRIATION BILL. 241 

trees between tlie mouth of Tallahatchie and the mouth of Cold water 
River, a distance of 115 miles, and up the latter stream to Yazoo 
Pass, about 40 miles farther. The estimated cost, if done in two 
seasons, was $40,000 for work in Tallahatchie and $25,000 for the 
Coldwater. At medium and high stages the channel under improve¬ 
ment in these streams has an average width of about 300 feet, with 
a depth of 10 feet or more. At low water the minimum depth is 
about 1 foot. A map of both streams was published in the Annual 
Report for 1913. 

Condition at the end of fiscal year. —Wrecks, snags, sunken logs, 
and leaning trees have been removed from the portion of the rivers 
included in the project from time to time as funds were provided, 
and this work has kept the channel reasonably free from obstructions 
and has enabled boats drawing 3 feet to run as high as Minter City, 
42.4 miles above mouth of Tallahatchie, at all stages the entire 
year. The principal work has been in the Tallahatchie below 
Sharkey, 65 miles above the mouth. Nothing was done in the Cold- 
water between 1881 and 1905. During the low-water season, usually 
from June to December, when the minimum reading on the gauge at 
Swan Lake is 0 feet, a draft of 3^ feet is practicable on the Talla¬ 
hatchie to Minter City, above which a draft of 1 foot only is possible. 
During the remainder of the year, when this gauge reads 6 feet or 
higher, boats drawing 4 feet can navigate this section. Because of 
the tortuous channel boats more than 65 feet long seldom go above 
Marks. The expenditure of the estimate for the existing project 
for the Tallahatchie River was completed in 1892, but new obstruc¬ 
tions having formed as old ones were removed, the project for new 
work imperceptibly changed into maintenance. It is not possible 
to separate new work from maintenance. Since operations in the 
Coldwater were resumed in 1905 expenditures for its improvement 
have been so combined with those for the Tallahatchie that it is im¬ 
possible to make a separate statement of new work or maintenance 
or state when its project was completed. The expenditures under 
the existing project to June 30, 1916, were $136,582.53 on new work 
and maintenance, the amounts charged to each class of work not 
being separable. 

Effect of improvement. —The work done under the existing project 
has made transportation by water easier and safer and has reduced 
freight rates about 30 per cent. 

Proposed operations. —It is proposed to apply the balance of 
$17,292.20, available for the fiscal year ending June 30, 1917, to the 
removal of obstructions from the mouth of the Tallahatchie as far 
upstream as required by commerce within the limits of the project. 
The work will be done 'with U. S. derrick boat No. 116 and a chop¬ 
ping party at a cost of about $1,500 per month. Operations will 
begin about September 1, 1916, and continue for about nine months 
if the stages of water will permit. This work and the care and 
repair of plant after operations are suspended will exhaust the bal¬ 
ance by June 30, 1917. 

It is proposed to expend the sum for which estimate is submitted 
for the fiscal year ending June 30, 1918, to maintaining the im¬ 
provement by removing obstructions to navigation from Talla¬ 
hatchie River between its mouth and Sharkey. The work should be 
H. Kept. 1289, 64-2-16 


242 


RIVER AND HARBOR APPROPRIATION BILL. 


done with U. S. derrick boat No. 116 and a chopping party on 
quarter boat No. 11. Obstructions are continually forming which 
should be removed if navigation is to be maintained. 

Commercial statistics. —All commerce on these rivers has been di¬ 
rectly benefited by their improvement. Boats usually draw about 3 
feet loaded. Statistics have been compiled for the fiscal instead of 
the calendar year, because the former more nearly coincides with 
the commercial year. 


Comparative statement. 


Fiscal year ending June 30. 

Short tons. 

Value. 

1914. 

66,695 

$2,434,650 
1,672,039 
2,311,489 

1915. 

22,747 

59,439 

1916. 



The freight carried during the current fiscal year consisted of 
lumber and logs, farm products, and general merchandise. 


Amount expended on all projects from Mar. 3, 1879, to June 30, 
1916: 

New work__ 

Maintenance___ 


y $i36, 


582. 53 


Balance available for fiscal year ending June 30, 1917_ 17, 292. 20 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ ( 1 2 ) 


BIG SUNFLOWER RIVER. 

Location and description. —This river has its source in Mud Lake, 
Coahoma County, Miss., flows about 216 miles in a general southerly 
direction, and enters Yazoo River about 45 miles above its mouth. 
The stream is alluvial, with stable banks, and carries very little silt 
or drift. 

Existing project. —This project, adopted by the river and harbor 
act of March 2, 1907, was based on report printed in House Docu¬ 
ment No. 667, Fifty-ninth Congress, first session, and contemplates 
the improvement of the river from the mouth to Baird, a distance of 
96.1 miles, by the closure of outlets, at an estimated cost of $75,000, 
and the construction of contraction works, the removal of snags, 
sunken logs, leaning trees, and other obstructions, at an estimated 
cost of $10,000 per year for five years and $5,000 per year thereafter. 
The project was modified by the river and harbor act of July 25, 
1912, based on report contained in House Rivers and Harbors Com¬ 
mittee Document No. 2, Sixty-second Congress, second session, which 
added the improvement of the river from Baird to the mouth of the 
Hushpuckena, a distance of 75.3 miles, by the construction of a lock 
and dam at the foot of Hollywood Shoals, 74 miles above mouth, 
at an estimated cost of $300,000, and open-channel work including 

1 Owing to the character of the work, it has not been practicable to keep separate the 
amounts spent for new work and for maintenance. 

2 See consolidated “ Financial summary ” following report on Big Sunflower River. 

















RIVER AND HARBOR APPROPRIATION BILL. 


243 


dredging and contraction work at an estimated cost of $50,000. 
After report of a board of engineers, and by authority of the Secre¬ 
tary of War, the principal features of the lock and dam were fixed 
as follows: 

Number: 1. 

Location: Little Callao Landing, Miss. 

Above mouth of river: 62.9 miles. 

Length between miter sills of locks: 182 feet. 

Clear width of lock: 36 feet. 

Lift at low water: 16.9 feet. 

Available depth on miter sills at low water: 5.1 feet. 

Character of foundation: Piling in sand. 

Kind of dam: Movable, Poiree, needle. 

Type of construction: Concrete, wooden miter gates. 

Estimated cost: $500,000. 

The project proposes to obtain a channel at low water from the 
mouth of Big Sunflower River to the mouth of the Hushpuckena, 
a distance of 171.4 miles, with an average width of about 100 feet 
and a least available depth of 4J feet. 

Condition at the end of fiscal year. —The work accomplished has 
consisted of removing snags, sunken logs, and leaning timber through¬ 
out the section included in the project, closing outlets which depleted 
the stream, and building wing dams to scour a channel through the 
bars where necessary. The lock and dam at Little Callao Landing is 
97 per cent completed. During the low-water season, usually from 
July to December, when the minimum reading on the gauge at Holly 
Bluff, Miss., is 55.3 feet, with the aid of the pool formed by fixed part 
of the dam, a draft of 3 feet is practicable from the mouth of the river 
to the mouth of Quiver River. During the remainder of the year, 
when the gauge at Baird, Miss., reads 90 feet or higher, boats drawing 
4 feet can navigate the river from the mouth to Sunflower City. The 
work remaining to complete the project consists of the completion of 
the lock and dam and the open-channel work between mouth of the 
river and Eighteen Mile Island (13 miles), Holly Bluff and Choctaw 
Shoals (11 miles), and from Jones Bayou to Hushpuckena River (48 
miles). The expenditures under the existing project to June 30,1916, 
w T ere $515,956.66, of which $155,355.44 was applied to new work and 
maintenance which can not be separated, and $360,601.22 to lock and 
dam construction. 

Effect of improvement. —The work accomplished has made trans¬ 
portation by water easier and safer and has reduced freight rates 
about 33| per cent. 

Proposed operations. —It is proposed to apply the balance of $15,- 
922,76 available for the fiscal year ending June 30, 1917, for mainte¬ 
nance of the improvement where needed for removal of obstructions 
and dredging shoals within the limits of the project. This work will 
be done by U. S. derrick boat No. 1 at a cost of about $1,500 per 
month. Work will begin about September 1, 1916, and continue for 
about eight months, if the river stages will permit. This work and 
the care and repair of plant after operations are suspended will ex¬ 
haust the balance by June 30, 1917. 

The balance of $71,597.39 available during the fiscal year 1917 for 
the lock-and-dam and open-channel work will be applied to comple- 


244 


RIVER AND HARBOR APPROPRIATION BILL. 


tion of this project. Of this amount $21,597.39 will be used to com¬ 
plete the lock and dam, as shown in the following table: 


Decking cribs_ $600. 00 

Completion of riprap paving--- 600. 00 

Constructing 4 miles of telephone line_ 800. 00 

Constructing and equipping maneuvering boat- 7, 000. 00 

Care of plant_ 4 500. 00 

Testing dam and contingencies_12, 097. 39 


Total_ 21, 597. 39 


This work will be done as soon as the river reaches a favorable 
stage, and the funds will probably be exhausted before October 31. 
1916. The $50,000 remaining will be expended in open-channel and 
contraction work required by the project between Jones Bayou and 
the mouth of the Hushpuckena River. This will be done by dredg¬ 
ing the channel with the U. S. dredge Waterway , and depositing the 
spoil along the sides to reduce the width of the river, at a cost of 
about $4,000 per month. Work will probably begin November 1, 
1916, and the balance will be exhausted in about one year thereafter. 

The sum for which estimate is submitted for maintenance of the 
improvement during the fiscal year ending June 30, 1918, should be 
applied to removing snags and other obstructions from the river 
between its mouth and the mouth of the Hushpuckena River, and to 
necessary dredging of shoals below the lock and dam. The work 
should be done at low water by U. S. derrick boat No. 1. New ob¬ 
structions are forming continually, which should be removed if navi¬ 
gation is to be maintained. 

Commercial statistics .—All commerce on this stream has been 
directly benefited by its improvement. Boats usually draw about 3 
feet, loaded. Statistics have been compiled for the fiscal instead of 
the calendar year because the former more nearly coincides with the 
commercial year. 


Comparative statement. 


Fiscal year ending June 30— 

Short tons. 

Value. 

1914. 

92,024' 
98,141 
57,410 

$1,705,554 

1,817,083 

1,694,683 

1915. 

1916. 



The freight carried during the current fiscal year consisted of 
lumber and logs, farm products, and general merchandise. 


Balance available for fiscal year ending June 30, 1917_$71, 597. 39 

Amount expended on all projects March 3, 1879, to June 30, 1916: 

New work_ 360, 601. 22 

Maintenance and new -work (inseparable)_ 256,992.88 


Total_ 617, 594.10 


Balance available for fiscal year ending June 30, 1917_ 87, 520.15 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement__ (*) 


1 See consolidated “ Financial summary ” on page following report on Big Sunflower 
River. 






























RIVER AND HARBOR APPROPRIATION BILL. 


245 


CONSOLIDATED. 


Amount expended on all projects from March 3, 1873, to June 30, 

1916: 

New work (estimated)_ $395, 832. 73 

Maintenance and new work (inseparable, estimated)_ 909,123.94 

Total- 1,304,956.67 

balance available for fiscal year ending June 30, 1917_ 124, 029. 64 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 20, 000. 00 


SOUTHWEST PASS, MISSISSIPPI RIVER, LA. 

Location and description. —Southwest Pass is the westernmost of 
the mouths of the Mississippi River. Its length from Head of Passes 
to the Gulf of Mexico is 19^ miles. It flows in a generally south¬ 
west direction. Distance of outer end of Pass from New Orleans,. 
La., is 119 statute miles; from Mobile, Ala., 160 statute miles; from 
Galveston, Tex., 330 statute miles. Average width is 2,000 feet; the 
narrowest section is 1,190 feet, widest section 4,950 feet. It is a tidal 
stream, but about eight months of the year is influenced by river 
floods. During floods the fall is about 5 feet between head and gulf. 

Existing project. —The existing project, adopted by the river and 
harbor act approved June 13, 1902, provides for securing by dredg¬ 
ing a channel throughout Southwest Pass 1,000 feet wide and 35 feet 
deep at mean low water, at an estimated cost of $6,000,000, and 
$150,000 per annum for maintenance. The plan of improvement 
includes the construction of jetties to protect the dredged channel 
at the mouth of the Pass, the closure of minor outlets to the Pass 
itself, and the construction of sills to prevent the enlargement of 
the outlets to the river above the Pass; but the act of 1902 provides 
that the details of the work may be modified at the discretion of the 
Secretary of War. (See H. Doc. No. 329, 56th Cong., 1st sess.) By 
the act of May 28, 1908, dredging in the river at the Head of Passes 
and as far up as Cubits Gap, a distance of 3^ miles, was authorized 
whenever necessary to secure a depth of 35 feet, with a practicable 
width; and by the river and harbor act approved March 3, 1909,. 
provision was made for increasing the plant by the addition of a 
larger dredge. These additions to the work were made without prior 
increase of the estimate of cost. The contraction works hitherto con¬ 
structed having failed to secure the full effect for which they were 
designed, additional works at an estimated cost of $4,600,000 have 
been planned by a board of engineer officers, convened for this pur¬ 
pose, whose report is found at page 2420 of the Annual Report of 
the Chief of Engineers for 1916. Including expenditures already 
made for original work, the revised estimate of cost becomes about 
$12,400,000. The estimate for annual cost of maintenance has been 
increased to $300,000. The average variation, due to tides, is 16- 
inches. 

Condition at the, end of fiscal year. —The foundation of east 
jetty is 24,600 feet long and the length above high water is 23,900 
feet. West jetty foundation is 18,830 feet and length above high 
water is 18,400 feet. This work was done in 1904 to 1913. Jetty 










246 


RIVER AND HARBOR APPROPRIATION BILL. 


superstructure was repaired during 1915 and 1916. During 1908 
to 1913 mattresses were added to the sill at head of Pass a Loutre; 
mattress sills placed across Cubits Gap and The Jump; 11 outlet 
bayous in the pass were closed; old mattress sill across head of pass 
removed; and 14 spur dikes constructed in the lower 7 miles of pass. 
There has been removed prior to July 1, 1915, from the lower 7 miles 
of channel by dredging 32,445,667 cubic yards of sand and mud. 
The yardage to be removed to secure a 35-foot channel 1,000 feet wide 
at the end of the year was 5,140,870 cubic yards; on this basis the 
project is considered 72 per cent completed. Controlling depths 
during year varied from 21 to 28 feet, and on June 30 was 26 feet. 
To June 30, 1916, the amount expended under the existing project 
was $7,080,205.20 for improvement, $23,833.27 for surveys and exami¬ 
nations, and $1,834,964.84 for maintenance, a total of $8,939,003.31. 

Local cooperation .—There has been no local cooperation imposed 
by law. There is a system of public docks at New Orleans, La., 
operated by the State board of commissioners for the port of New 
Orleans, La., involving 27,000 linear feet of wharf, 3,777,166 square 
feet of wharf area, and 2,558,906 square feet of roof area; total cost, 
approximately $4,000,000. The State board of commissioners are 
also building 6 State warehouses, 2 sheds, and 4 wharf sheds for 
cotton, with terminal trackage to the capacity of 2,500 cars, or suffi¬ 
cient to handle a daily movement of 1,000 loaded cars, the above 
buildings and terminals being built on the east bank of the Mis¬ 
sissippi River, in New Orleans, La., beginning near Napolean Ave¬ 
nue and extending upstream about 2,000 feet. The warehouses and 
sheds have a storage capacity of from 450,000 to 600,000 bales of 
cotton, which is equivalent to an annual handling capacity of 
2,000,000 bales. Cost of above, approximately $3,500,000; total area 
covered, approximately 100 acres. General design of warehouses, 
sheds, and terminals embodies the latest improvements and develop¬ 
ments that have been proven successful in other large ports, one fea¬ 
ture of which being the direct loading and unloading from cars to 
ship’s tackle by means of depressed railroad tracks and also tracks 
on apron of wharf, which allow loading and unloading directly into 
ships and vice versa. 

Effect of improvement. —Channel has been increased in depth from 
9 to 24 feet over bars at entrance and at head of pass, respectively, 
to 24-foot depth, and 31 feet throughout the pass, at end of the fiscal 
year. Freight rates have been reduced and greater cargoes carried, 
both for domestic and foreign commerce. 

Proposed operations .—It is proposed to expend the funds avail- 
albe for fiscal year ending June 30, 1917, as follows: 


Operation and repairs to dredges Benyuard and New Orleans _$200, 000. 00 

Operation of tug, survey boat, and other floating plant_ 30, 000. 00 

Upkeep of shore plant, machine shop, refrigerating plant, etc_ 30, 000.00 

Maintenance and repair of existing spur dikes and dams across 

outlet bayous, Southwest Pass_ 40, 000. 00 

Proposed work to be done as may be recommended by board of 

officers appointed for this improvement, as may be approved_ 550, 000. 00 

Contingencies--- 27, 448. 41 


Total_ 877, 448. 41 










RIVER AND HARBOR APPROPRIATION BILL. 247 

The estimate of funds for fiscal year 1918 is submitted in detail, 
as follows: 

Operating and repairs, dredges Benyucird and New Orleans , and 


accessories at $100,000 per annum each_ $200, 000 

Operating of tug C. Donovan, survey boat Picket, and other floating 

plant, consisting of barges, derrick, and pile driver_ 25, 000 

Upkeep of shore plant, machine shop, refrigerating plant, etc_ 25, 000 

Maintenance and repair of existing spur dikes and dams across outlet 

bayous- 25, 000 

Proposed work to be done as recommended by board of officers ap¬ 
pointed for this improvement, and as may be approved_ 1, 600, 000 

Superintendence and contingencies_ 125, 000 


Total- 2,000,000 


During this period it is expected to continue the work of main¬ 
taining the jetties, the channel, and make considerable progress 
toward securing a complete 35-foot channel, 1,000 feet wide, in 
accordance with the project. 

Commercial statistics .—A comparative statement of foreign and 
domestic receipts and shipments for the past three years for the port 
of New Orleans, La., is as follows: 


Calendar year. 

Foreign. 

Domestic. 

Total. 

Short tons. 

Value. 

Short tons. 

Value. 

Short tons. 

Value. 

1913. 

5,370,491 

5,053,060 

5,252,475 

$261,176,635 

260,708,811 

300,832,524 

1,072,441 

1,219,952 

1,283,657 

$53,905,897 

50,849,050 

67,689,761 

6,442,932 

6,273,012 

6,536,132 

$315,082,532 

311,557,861 

368,522,285 

1914. 

1915. 



The commercial statistics are those for the port of New Orleans, 
La., and are the same for both South and Southwest Pass improve¬ 
ments, there being no certain method of ascertaining the commerce 
for each Pass separately. Based on vessels drawing 25 feet or more, 
about 9 per cent went through Southwest Pass and 91 per cent 
through South Pass. 


Amount expended on all projects from July 4, 1836, to June 30, 

1916: 

New work_$8, 025, 881. 48 

Maintenance_ 1,834,964.84 


Total_ 9, 860, 046. 32 


Balance available for fiscal year ending June 30, 1917- 877, 448. 41 

Amount (estimated) required to be appropriated for completion 

of existing project_ 3, 820, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30,1918, for works of improvement and for maintenance._ 2, 000, 000. 00 


SOUTH PASS CHANNEL, MISSISSIPPI RIVER, LA. 

Location and description .—South Pass, flowing south 32° east, is 
the smallest of the three main outlets of the Mississippi River. Its 
length from Head of Passes to the Gulf of Mexico is about 14 miles, 
and its average width is 700 feet. It is a tidal stream, but during 
about eight months each year the flow is chiefly influenced by river 































248 


RIVER AND HARBOR APPROPRIATION BILL. 


floods. With the crests of the floods the fall is about 5 feet between 
river and Gulf, and South Pass discharges 125,000 cubic feet per 
second. The entrance is 107 miles from New Orelans, La.; 141 miles 
from Mobile, Ala.; and 349 miles from Galveston, Tex. 

Existing 'project .—The present project was adopted in accordance 
with river and harbor act of March 3, 1875, amended by acts of 
June 19, 1878, and March -3, 1879, authorizing James B. Eads and 
associates to “construct such permanent and sufficient jetties and 
such auxiliary works as are necessary to create and permanently 
maintain a wide and deep channel between the South Pass of the 
Mississippi River and the Gulf of Mexico.” This included securing 
and maintaining through the Pass and through the jetties at the 
mouth of the Pass a channel 26 feet in depth and not less than 200 
feet in width at the bottom, and having through it a central depth 
of 30 feet without regard to width. The channel was secured July 8, 
1879, and on that day began the period of 20 years’ maintenance. 
This period ended January 28, 1901. The emergency act of June 6, 
1900, provided for maintaining by the United States, after termina¬ 
tion of contract with Mr. Eads, the channel secured, and appropri¬ 
ated a sum not exceeding $100,000 annually for this work. The river 
and harbor act of May 28, 1908, authorized the use of funds for this 
improvement to dredge a channel 35 feet deep—no width specified— 
through shoals in the river between Cubits Gap and Head of Passes. 
Variation of water surface is from zero at the mouth to 2 feet at the 
head of the Pass, due to the stage of the river, and from 1.3 feet at 
the mouth to 0.9 foot at the head, due to tide. For latest charts of 
South Pass and Head of Passes, see Annual Report for 1915, page 
2580. 


Condition at the end of fiscal year .—East jetty foundation is 12,070 
feet, and above high water jetty has a length of 11,720 feet. Inner 
east jetty is 11,170 feet long. The west jetty is 7,820 feet long, and 
above high water jetty is 7,520. Inner west jetty is 4,710 feet long. 
The main jetties were completed in 1879 and the inner jetties in 
1886. The upper dam, cut-off dike, west dike, 8 wing dams in 
Grand Bayou, and 36 wing dams in jetty channel were completed 
in 1880. The channel was dredged on about 1,230 days during the 
20-year maintenance. The navigable depth was increased from 9 to 
26 feet at the mouth and from 13 to — feet at the head of the Pass. 
The amounts paid to James P. Eads and associates under the con¬ 
tract, and maintenance, were $8,000,000. Under maintenance by the 
United States the inner east jetty was extended 797 feet shoreward, 
and 46,950 square yards of mattress have been placed for bank revet¬ 
ment. Nearly 7,000,000 cubic yards of material has been dredged 
from the channel. The discharge has increased 62 per cent, causing 
serious bank caves and undermining of the works. The bar has ad¬ 
vanced, making the maintenance more difficult. Work to prevent 
further enlargement of the Pass is under way. Under the existing 
project there has been expended to June 30, 1916, $8,000,000 for inf- 
pro vement and $1,879,080.55 1 for maintenance, a combined total of 
$9,879,080.55. 

Local cooperation .—There is no local cooperation imposed by law. 
For description of the public docks, warehouses, and wharf sheds at 
New Orleans, La., see report for Southwest Pass, Mississippi River. 


1T 0 June 30, 1915, $1,738,422 was expended in lieu of $1,739,341.38, as stated in 
report for 1915, p. 803, the former found to be correct after rechecking. 




RIVER AND HARBOR APPROPRIATION BILL. 


249 


Effect of improvement. —The navigable depth of the channel has 
increased from 9 to 31J feet at the mouth, and from 13 to 31^ feet at 
the head of the Pass. Larger and deeper draft vessels are permitted 
to enter the harbor at New Orleans, La., giving that city high rank 
as a seaport. Larger cargoes are carried for coastwise and foreign 
commerce. The water rates to New York are 40 per cent less than 
the rail rates. 

Proposed operations. —It is proposed to extend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Repairs to work near mouth of the Pass_$35, 000 

Repairs to dikes along the Pass and at the head of Pass_ 12, 000 

Upkeep and maintenance of tugs, barges, pile driver and derrick, 

houses, shore plant, including coaling plant_ 88, 000 

Dredging and repairs to dredges_ 65, 000 

Revetment work and removal of west dike at head of Pass (part)_ 10,000 

Bank protection and sill across the head of South Pass (part)_ 80, 000 

Contingencies_ 10, 000 


Total___ 250,000 


There should be provided for the fiscal year 1918 $150,000, in 
addition to the $100,000 which becomes available for fiscal year 1918. 
The increase in the estimate is due to the enlarging of South Pass 
and the consequent caving of banks and shoaling in the seaward 
approach, which requires practically continuous dredging. The es¬ 
timate for the $150,000 additional required, in detail, is as follows: 


Repairs to existing jetties and spur dikes_$25, 000 

Dredging and repairs to dredges___ 75, 000 

Caving banks, mattresses, etc_,_ 35, 000 

Contingencies___ 15, 000 


Total_ 150,000 


Commercial statistics. —The commercial statistics are those for the 
port of New Orleans, La., and are the same for both South and 
Southwest Pass improvements, there being no certain method of 
ascertaining the commerce for each pass separately. (See report on 
Southwest Pass improvement, p. 853.) Based on vessels drawing 25 
feet or more, about 9 per cent went through Southwest Pass and 91 
per cent through South Pass. However, it is not to be inferred from 
this statement that many of the vessels which were taken through 
South Pass could not have been taken through Southwest Pass as 
well. 

Amount expended on all projects from Mar. 3, 1875, to June 30, 


1916: 

New work_$8, 000, 000. 00 

Maintenance_ 1, 879, 080. 55 


Total_-_ 9, 879, 080. 55 


Balance available for fiscal year ending June 30, 1917—- 250,000.00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement- 1 150, 000. 00 


BAYOU PLAQUEMINE, GRAND RIVER, AND PIGEON BAYOUS, LA. 

Location and description. —Bayou Plaquemine lies in the south- 
central part of Louisiana, and connects with the Mississippi River by 

Un addition to the permanent annual appropriation of $100,000 provided by the river 
and harbor act of June 6, 1900. 



























250 


RIVER AND HARBOR APPROPRIATION BILL. 


Plaquemine Lock, 112 miles above New Orleans, La. The waterway 
from Plaquemine to Morgan City, La., consists of Bayou Plaquemine, 
10.6 miles; Grand River (one of the channels of the Atchafalaya 
River), 19.4 miles; Bay Natchez, 6 miles; Little Goddel and Big 
Goddel, 6 miles; Belle River, 9 miles; Bayou Long, 7.3 miles; Flat 
Lake and Drews Pass to Berwick Bay, 3.2 miles; and thence by the 
Atchafalaya River to Morgan City, 2.5 miles. Pigeon Bayous con¬ 
sist of Pigeon Bayou and its outlet tributary Little Pigeon Bayou, 
and connects Grand River with Grand Lake, flowing from the former 
stream 14 miles below the mouth of Bayou Plaquemine. The entire 
waterway from Plaquemine to Morgan City, about 64 miles in length, 
is included in the project. Pigeon Bayous, with an aggregate length 
of about 26 miles, are also included. 

Existing project .—The existing project, adopted by the river and 
harbor act of August 11, 1888, provides for a water route from the 
lower Atchafalaya River to the Mississippi River at Plaquemine, by 
means of a lock and by dredging and removing obstructions in the 
waterway of the route; also for securing the mouth of the bayou 
from caving of its banks; all at an estimated cost of $1,708,250. 
(See S. Ex. Doc. No. 121, 49th Cong., 2d sess., and Annual Report 
for 1887, p. 1405; no maps.) The lock has solid concrete walls and 
floor resting upon pile foundation. It has also four sets of steel oper¬ 
ating gates and one set of steel guard gates. The length between 
miter sills is 298 feet 7 inches; clear width, 55 feet; depth over sills 
at low water, 10 feet. The lift depends upon stage of river, varying 
from 0 to 28 feet. The river and harbor act of July 13, 1892, and 
subsequent acts authorized the use of funds appropriated for this 
work in the improvement of Pigeon Bayous. The river and harbor 
act of March 3, 1905, authorized entering into contract revising cost 
to $1,740,000, and the river and harbor act of March 2, 1907, appro¬ 
priated $100,000 for construction of a dredge and for maintenance. 
In 1899 the rectifying of Bayou Plaquemine and making a channel 
from Plaquemine to Morgan City 125 feet wide at surface, 95 feet 
wide at bottom, and 10 feet deep, by dredging and removing snags 
and other obstructions, was authorized. Mean low water in Bayou 
Plaquemine is 1.24 feet above mean low Gulf. The mean tidal vari¬ 
ation at Morgan City is 10 inches; at Plaquemine, about 2 to 3 
inches. 

Condition at the end of -fiscal year .—The work of securing the 
mouth of Bayou Plaquemine against caving was completed in 1894. 
Work consisted of five submerged spur dikes placed at intervals of 
900 feet, with intervals protected by revetment. The lock was com¬ 
pleted at a cost of $1,302,006.38, and placed in operation July 1, 1909; 
approaches and fill were completed in 1911. Bayou Plaquemine, the 
Grand River system, and the Pigeon Bayous have been dredged and 
snagged. The improvement is considered completed. There is now 
a through water route from the Mississippi River at Plaquemine to 
Morgan City, available throughout the year, with a depth of 9 feet 
or more at mean low water, except where shoaling has occurred in 
Bay Natchez, mile 30 to mile 36, 8 feet; Flat Lake, mile 58.3 to mile 
61 % 3, 6 feet; and Pigeon Bayous, 7 feet, miles being reckoned from 
Plaquemine Lock downstream. To June 30, 1916, there was ex¬ 
pended $1,844,035.64 for improvement, $120,441.65 for maintenance, 
a combined total of $1,964,477.29. 


RIVER AND HARBOR APPROPRIATION BILL. 


251 


Effect of improvement .—The channel has been deepened from 4 to 
0 feet in Flat Lake and from 4 to 9 feet in other portions of the 
waterway. Effect on freight rates has been marked. The rates from 
New Orleans to Morgan City and other points along Bayou Teche, 
where the railroad touches, are much less than they were previous to 
the improvement. 

Proposed operations. —It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Dredging in Flat Lake, Bay Natchez, and Bayou Plaquemine_$26, 747. 66 

Placing channel markers in Plaquemine to Morgan City Waterway— 7,000. 00 

Removing obstructions_ 3, 000. 00 

Supervision and office expenses_ 8, 000. 00 


Total- 44, 747. 66 


Operations will be begun in August, 1916, and prosecuted continu¬ 
ously until December, 1916, and thereafter work will be dependent 
upon the availability of plant. 

Funds for fiscal year 1918 are requested for maintenance, as follows: 
Dredging 90.000 cubic yards of material in Plaquemine-to-Morgan City 


Waterway, at 20 cents_$18, 000 

Superintendence, inspection, and contingencies_ 2, 000 

Total_ 20, 000 


Commercial statistics .—A comparative statement of shipments and 
receipts for the past three years is as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

976,701 
876,667 
888,142 

$7,576,795 

21,593,942 

17,435,899 

1914. 

1915. 



The tonnage for the calendar year 1915 consisted principally of 
lumber, logs, gravel, fuel oil, sugar cane, corn, and miscellaneous 
merchandise. The draft of vessels operating on the stream varies 
from 3 feet 6 inches to 7 feet. Lumber, logs, sugar cane, fuel oil, 
and miscellaneous merchandise, which comprise over 99 per cent of 
the total tonnage, require boats of 4 to 7 foot draft. 

Amount expended on all projects from Aug. 11, 1888, to June 30, 


1916: 

New work_$1, 844, 035. 64 

Maintenance_ 120, 441. 65 


Total_ 1,964, 477.29 


Balance available for fiscal year ending June 30, 1917_ 44, 747. 66 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance and improvement_ 20, 000. 00 


BAYOU TECHE, LA. 

Location and description .—Bayou Teche has its source in Bayou 
Courtableau in St. Landry Parish and flows in a southeasterly direc¬ 
tion a distance of 125 miles to where it joins the lower Atchafalaya 



























252 


RIVER AND HARBOR APPROPRIATION BILL. 


River, about 10 miles above Morgan City, La. Portion under im¬ 
provement is from its mouth to Arnaudville, La., a distance of 107 
miles. Bayou Teche is tidal to Keystone Lock, and above that lock 
varies as the pool level. 

Existing 'project .—The existing project is based on river and har¬ 
bor act of September 19, 1890, limiting the expenditure of funds to 
the improvement of the stream from the mouth to St. Martinville by 
removing snags and other obstructions and dredging, at an estimated 
first cost of $7,500 and $1,000 annually for maintenance. (See An¬ 
nual Report for 1889, p. 1532.) The river and harbor act of March 
2, 1907, modified and extended the improvement, in accordance with 
report published in House Document No. 527, Fifty-ninth Congress,, 
first session, and provided for a channel 50 feet width and 6 feet 
depth to Arnaudville, La., by dredging, removal of snags and over¬ 
hanging trees, and by construction of a lock at Keystone Planta¬ 
tion and other regulating works. Estimated cost, $111,000, subse¬ 
quently increased to $275,000. The lock has a length between miter 
sills of 183 feet 10J inches, a clear width of 36 feet, a depth over sill 
at mean low Gulf of 8 feet, and a lift of 8 feet. The dam is 175 feet 
long with crest 8 feet above mean low Gulf. The plane of reference 
is mean low Gulf. The mean tidal variation at mouth is 10 inches,, 
at lock 4 inches, and above Keystone Lock nothing. The latest pub¬ 
lished map is in House Document No. 1329, Sixty-second Congress* 
third session. 

Condition at the end of fiscal year .—The project is completed. The 
Keystone Lock and Dam was completed June 30, 1913, at a cost of 
$257,720.48. Controlling gates have been placed in the canal feeder 
from Spanish Lake, and a small dam has been constructed across 
Bayou Vermilion at its junction with Bayou Fusilier. Under va¬ 
rious appropriations since 1871 the stream has been snagged and 
dredged from mouth to head. Redredging will be needed for 8.5 
miles below Arnaudville, and from mile 10.04 below Keystone Lock 
to Jeanerette, La. The dredging does not afford a permanent chan¬ 
nel, and annual maintenance will be needed. The present available 
depths are: From mouth to Franklin, 8 feet mean low Gulf; to 
New Iberia, 5 feet; from New Iberia to mile 10.04 below Keystone 
Lock, 4 feet; from mile 10.04 below lock to mile 26 above lock, 6 
feet; and from mile 26 above lock to Arnaudville, 4 feet. There was 
expended to June 30, 1916, $372,804.93 for improvement and $37,- 
835.97 for maintenance, a combined total of $410,640.90. 

Local cooperation .—Expenditure for 6-foot navigation to Arnaud¬ 
ville, La., was contingent upon all lands necessary for lock and dam 
purposes (and canal feeders) being deeded to the United States free 
of cost and upon the LTnited States being secured against all possible 
claims for loss or damage resulting from the overflow of lands by 
reason of the lock and dam improvement or from the draining of 
Spanish Lake.. The land for lock and dam site was deeded to the 
United States in 1909. As to securing the United States from claims 
for loss or damage from overflow of land, it was impossible to secure 
bonds in perpetuity, and this requirement, therefore, was effected by 
the submission of personal bonds amounting to $10,000, covering a 
period of 10 years, which was approved by the department September 
10, 1909. 


RIVER AND HARBOR APPROPRIATION BILL. 


253 


Effect of improvement .—Effect on freight rates was very marked. 
Kates from New Orleans, La., to point where railroad touches the 
bayou are considerably less than the nearer points on the same line 
not on the banks of the stream. This improvement, connecting the 
Plaquemine waterway and the Mississippi Kiver, gives a through 
waterway to New Orleans, La. 

Proposed operations —It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Proposed increase in present contract for dredging_$6, 250. 00 

Dredging and removing obstructions_ 5, 777. 77 

Supervision and office expenses_ 5, 000. 00 


Total_ 17,027.77 


Operations under contract will be continued until completion, and 
other operations will probably be begun in November, 1916, and 
prosecuted continuously until completion. 

The funds requested for fiscal year 1918 will be expended as follows: 


Dredging shoals, 90,000 cubic yards, at 10 cents_$9,000 

Inspection, superintendence, and contingencies_ 1, 000 

Total_____10, 000 


While the estimate is larger than the average expenditure for 
maintenance during the past three years, the improvement has only 
recently been completed; the former maintenance was only for a 
portion of the improvement. The greater part of the improved 
channel has deteriorated, and with the entire improvement under 
maintenance the annual cost will be greater. The banks are soft 
and caving and considerable dredging will be required. 

Commercial statistics .—A comparative statement of shipments and 
receipts for the past three years is as follows: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

615,106 
539,150 
597,741 

$6,334,699 
12,927,208 
11,525,718 





The tonnage for the calendar year 1915 consisted principally of 
logs, lumber, gravel, sugar cane, fuel oil, and miscellaneous mer¬ 
chandise. The draft of vessels necessary to carry the commerce 
varied from 3 feet 6 inches to 7 feet. Logs, which comprise 73 per 
cent; cane, 6 per cent; and miscellaneous merchandise, 9 per cent of 
the total tonnage, were carried in vessels of a draft of 4 to 7 feet. 
Fuel oil, which comprises approximately 5 per cent of the total ton¬ 
nage, required vessels drawing 7 feet of water. 

Amount expended on all projects from July 11, 1870, to June 30, 


New work_$418, 509. 36 

Maintenance-- 37, 835. 97 


Total_ 456, 345. 33 


Balance available for fiscal year ending June 30, 1917- 17, 027. 77 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 10, 000. 00 




























254 


RIVER AND HARBOR APPROPRIATION BILL. 


INTRACOASTAL WATERWAY, FRANKLIN TO MERMENTAU, LA. 

Location and description .—This waterway extends from Bayou 
Teche to Mermentau River, La., and is a continuation of the water¬ 
way from Sabine River to Mermentau River. 

Teche-Vermilion section: This section begins on west bank of 
Bayou Teche just below Franklin, La., and extends through what is 
known as the Hanson Canal for 4.2 miles; thence through Bayous 
Portage and Bartholomew to Little Bay (the Jaws) 5.5 miles; thence 
through west Cote Blanche and Vermilion Bays 38.3 miles; making 
a total distance of 48 miles. 

Vermilion-Mermentau section: This section extends through 
Schooner Bayou and Schooner Bayou Canal for 12 miles; thence 
across White Lake 13.5 miles; thence through dredged canals, con¬ 
necting Turtle, Alligator, and Collicon Lakes, to Grand Lake 6.5 
miles; and thence across Grand Lake 12 miles to Mermentau River; 
making a total distance of 45 miles. 

The total length of the combined sections is 93 miles. 

Existing project .—The existing project was adopted by act of 
March 2,1907, and provides for a waterway from Bayou Teche, at or 
near Franklin, La., to Mermentau River, having a depth of 5 feet at 
low water (mean low Gulf) and bottom width of 40 feet, with appro¬ 
priate side slopes, at an estimated cost of $289,292 and annual cost 
for maintenance of $20,000. (See H. Doc. No. 640, 59th Cong., 2d 
sess., with map.) To prevent salt water entering White Lake, a 
lock was constructed, of tidal type, with two wooden gates turning 
on horizontal hinges at bottom. The dimensions are 300 feet by 36 
feet, by 8 feet over sill at mean low Gulf. To allow sufficient drain¬ 
age around the old bend of Schooner Bayou, opposite the lock, a spill¬ 
way dam, of platform type, resting on piles, was constructed in 1915. 
The flow of water is controlled by five wooden gates, 12 feet 8 inches 
wide and 9 feet 11 inches high, hinged at top to top of framework 
of dam. The elevation of the sill is 6 feet below mean low Gulf. 

The acts of March 3, 1909, and of February 27, 1911, authorized 
the Secretary of War to make such changes in location of the channel 
as might be desirable. River and harbor act of July 25,1912, author¬ 
ized the Secretary of War to purchase, as part of this waterway, the 
so-called Hanson Canal, between Bayou Teche and Cote Blanche 
Bay, at a cost not to exceed $65,000, to be paid from funds already 
appropriated. The mean tidal variation is 10 inches. The latest 
published map accompanies House Document No. 610, Sixty-third 
Congress, second session. 

Condition at the end of fiscal year. —Teche-Vermilion section: 
Papers for the transfer of the Hanson Canal to the United States 
have been prepared, but have not yet been approved by the Depart¬ 
ment of Justice. No work outside of surveys has been done in this 
section. Vermilion-Mermentau section: A channel 5 feet deep at 
mean low Gulf and 40 feet wide on bottom has been dredged from 
the 5-foot contour in Vermilion Bay, via Schooner Bayou, White 
Lake, Turtle Lake, Alligator Lake, and Collicon Lake, the several 
lakes being connected by making cuts through the marsh. This 
channel was completed in fiscal year 1912. A tide lock, at a cost of 
$40,018.10 (completed in fiscal year 1913), and timber spillway dam, 
at a cost of $8,500 (completed in 1915), were constructed in Schooner 


RIVER AND HARBOR APPROPRIATION BILL. 


255 


Bayou. This section has been completed to project dimensions, and 
a 5-foot depth at mean low Gulf was available throughout the year. 

The entire project from Franklin to Mermentau is considered 60 
per cent completed on present approved route. To June 30, 1917, 
there were expended $168,727.58 for improvement and $5,208.90 for 
maintenance, or a combined total of $173,936.48. 

Local cooperation. —The project provides that rights of way for 
the canal be furnished to the United States free of cost, with the 
exception of the Hanson Canal. Strips of land 300 feet wide were 
deeded to the United States for the canal, from Vermilion Bay to 
Grand Lakeland accepted by the department March 13, 1909. 

Effect of improvement. —A safe route, without exposure to dan¬ 
gers of Gulf navigation, has been provided for vessels operating 
the Vermilion-Mermentau section. The through waterway not being 
completed, it is not known what effect it will have on freight rates, 
but the completed portion serves a section heretofore without any 
means of access to railroads. 

Proposed operations. —It is proposed to expend the funds avail¬ 
able for the fiscal year ending June 30, 1917, as follows: 


Purchase of the Hanson Canal_$65, 000. 00 

Construction of one railroad bridge_ 60, 000. 00 

Construction of one highway bridge_ 2, 000. 00 

Construction of lock-master’s house_ 3, 500. 00 

Dredging Vermilion-Mermentau section_ T _ 6, 000. 00 

Supervision and office expenses___ 5,273. 05 


Total_ 141,773.05 


Operations on first three items are dependent upon the perfection 
of papers for the purchase of Hanson Canal; the funds should be 
expended in 1917. Construction of lock-master’s house will be begun 
in October, 1916, and work will be prosecuted continuously until 
completion. Dredging will probably be begun in the fall of 1916 
and prosecuted as the availability of plant will permit. 

For the fiscal year 1918, $8,000, in addition to the above amount, 
will be needed for maintenance (80,000 cubic yards of dredging at 
10 cents, $8,000). 

Commercial statistics. —A comparative statement of shipments and 
receipts for the past three years is as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

5,912 
3,477 
4,485 

$106,456 
188,428 
274,594 

1914. 

1915. 



The Vermilion-Mermentau section of this waterway is completed, 
and the estimate is for maintenance of the completed portion through 
the lakes and bays, which is subject to constant shoaling. Shoaling 
has now reached such a condition that more extensive dredging will 
be required in the future. 

The tonnage for the calendar year consisted principally of coal, 
farm and dairy products, rice, and miscellaneous merchandise. The 
draft of vessels varied from 4 to 5 feet. Coal, which comprises 45 


















256 


RIVER AND HARBOR APPROPRIATION BILL. 


per cent of the total tonnage, required vessels of 4-foot draft, and 
miscellaneous merchandise, which comprises approximately 50 per 
cent of the total tonnage, required vessels of 5-foot draft. 


Amount expended on all projects from Mar. 2, 1907, to June 30, 

1916: 

New work_$168, 727. 58 

Maintenance___ 5, 208. 90 


Total_ 173, 936. 48 


Balance available for fiscal year ending June 30, 1917- 141, 773. 05 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 8, 000. 00 


INTRACOASTAL WATERWAY, MERMENTAU RIVER TO SABINE RIVER, LA. 

AND TEX. 

Location and description. —This waterway extends from Mermen- 
tau Liver, La., to Sabine Liver, La. and Tex., and is a continuation of 
the waterway from Franklin to Mermentau, La. 

Mermentau-Calcasieu section: The inland waterway from Mer¬ 
mentau Liver to Calcasieu Liver begins at the west bank of the 
Mermentau Liver about 1 mile above its entrance into Grand Lake. 
The accepted route then runs in a west-southwesterly direction to 
the east end of the Lake Misere Canal, passing north of Lake and 
Bayou Misere. Then Lake Misere Canal is used to about 1 mile 
from Sweet Lake. It then passes south of Sweet Lake, following 
edge of lake to Sweet Lake Canal, from which' it extends in a north¬ 
westerly direction to Calcasieu Liver. The total distance is 37.5 
miles. From the mouth of Black Bayou to the entrance in Calcasieu 
Liver of the Calcasieu to Sabine section is about 2 miles. 

Calcasieu-Sabine section: The waterway begins at a point on west 
bank of Calcasieu Liver about 20 miles below Lake Charles, La. It 
then runs a little south of west for 1.41 miles; then about southwest 
for 0.69 mile; then due west for 20.4 miles to entrance into Sabine 
River; total length being 22.5 miles. The Sabine entrance is 3 miles 
below Orange, Tex. The total distance from Mermentau to Sabine 
is 62 miles. 

Existing project. —The existing project provides for a waterway 
from Mermentau Liver, La., to Sabine Liver, La. and Tex., with a 
depth of 5 feet at mean low Gulf and a width of 40 feet at bottom, 
with proper side slopes, at an estimated cost of $390,000 and $20,000 
annually for maintenance. The project was adopted by the river 
and harbor act of June 25, 1910, and is based on report of the Board 
of Engineers for Livers and Flarbors, printed in Liver and Harbor 
Committee Document No. 3, Sixty-first Congress, second session. 
This act and subsequent appropriation acts provide that the money 
may be applied to any modified plan for this section of the water¬ 
way that may be recommended by the Chief of Engineers United 
States Army, and approved by the Secretary of War. The latest 
published map accompanies House Document No. 610, Sixty-third 
Congress, second session. The mean tidal variation is 10 inches. 

Condition at the end of fiscal year. —Mermentau-Calcasieu sec¬ 
tion: Activities on this section have been limited to surveying and 










RIVER AND HARBOR APPROPRIATION BILL. 


257 


securing deeds and abstracts for rights of way. The deeds for right 
of way were secured in the fiscal year 1916, and abstracts are under 
way. 

Calcasieu-Sabine section: The canal over this section was com¬ 
pleted during the fiscal year 1915, and a depth of 5 feet at mean low 
Gulf was available throughout the year. 

The project is about 42 per cent completed. The remaining work 
consists of dredging a canal from Mermentau River to Calcasieu 
River. To June 30, 1916, $125,284.22, and $13,266.97 from contrib¬ 
uted funds, were expended for improvement, a combined total of 
$138,551.19. 

Local cooperation .—The report on which the adopted project is 
based provides that the rights of way shall be furnished free of cost 
to the United States. A right of way 300 feet wide, from Calcasieu 
River to Sabine River, has been deeded to the United States and 
accepted by the department January 15, 1913. The deeds for section 
from Mermentau River to Calcasieu River have all been secured; 
abstracts are now being prepared and should be ready for forward¬ 
ing to the Department of Justice by August 1, 1916. Local interests 
desired that the location of canal from Calcasieu River to Sabine 
River be changed from that of the adopted route, in order to secure 
a shorter and straighter route, and consented to bear the difference in 
cost. The canal was dredged accordingly. Local interests con¬ 
tributed $27,450, of which only $13,266.97 was used, the remainder 
reverting to the contributors. 

Effect of improvement .—Although the canal from Calcasieu River 
to Sabine River has been opened for only a year, considerable com¬ 
merce has developed. A safe inland route is now provided for small 
craft and the improvement has had a tendency to reduce freight 
rates. Greater benefits will be felt when the entire canal is com¬ 
pleted. 

Proposed operations .—It is proposed to expend the funds available 
for the fiscal year ending June 30,1916, as follows: 


Completing Mermentau-Calcasieu section-$260, 000. 00 

Dredging Calcasieu-Sabine section- 8, 000. 00 

Supervision and office expenses- 11,502.03 


Total_ 279, 502. 03 


Operations will be begun under item 1 as soon as rights of way 
are approved and prosecuted continuously until completed. The 
dredging will probably be begun some time in 1917, when plant is 
available. 

Funds for fiscal year 1918 are requested for maintenance, as 
follows: 


Dredging shoals-$1, 800 

Supervision and office expenses--- 200 

Total_ 2, 000 


The Calcasieu-Sabine section of this waterway was completed in 
1915, and no maintenance work has been done as yet, but will be 
required during this year. The isolated locality makes the transfer 
of plant expensive, and the amount requested is considered neces¬ 
sary. 


H. Rept. 1289, 64-2-17 











258 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics .—A comparative statement of shipments 
and receipts for the past year over the completed portions of the 
Calcasieu-Sabine section then under construction is as follotvs: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1914. 

712 

$25,387 
597,682 

1915. 

14,308 



The commerce is for the completed portion of the waterway from 
Calcasieu River to Sabine River, La. and Tex. The tonnage for the 
calendar year 1915 consisted principally of live stock, shells, lumber, 
and miscellaneous merchandise. The usual limits of draft for loaded 
boats were from 3 to 5 feet. Live stock, lumber, and miscellaneous 
merchandise, which comprise about 64 per cent of the total tonnage, 
required vessels of 5-foot draft, while shells, which comprise about 29 
per cent of the total tonnage, required vessels of a draft of 3 feet 6 
inches. 


Amount expended on all projects from June 25, 1910, to June 30, 

1916, new work_$138, 551.19 


Balance available for fiscal year ending June 30, 1917_ 279, 502. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 2, 000. 00 


INTRACOASTAL WATERWAY FROM MISSISSIPPI RIVER TO BAYOU TECHE, 

LA.—NEW PROJECT. 

Reports of the Board of Engineers and Chief of Engineers printed 
in House Document 610, Sixty-third Congress, second session: 

REPORT OF THE BOARD OF ENGINEERS. 

There are a number of possible routes over this section of the waterway. A 
number of lakes and bayous exist, and there are two privately owned canals 
covering a part of this reach. Estimates have been submitted in considerable 
detail for several of the most feasible routes, some of which involve the acqui¬ 
sition of the private canals. In the latter cases the estimate for the entire 
reach can be only approximately determined in view of the fact that no definite 
proposition for the sale of either of the private* canals has been obtained, it 
being stated by the owners of these canals that if their purchase was desired 
they could be bought at their actual cost, the exact figure not being given. The 
estimates are summarized as follows: 


Route. 

7 feet deep, 
75 feet bottom 
width. 

5 feet deep, 

40 feet bottom 
width. 

la. New route, through Lake Salvador. 

$1,655,500 

1 1,102,205 

2 1,173,751 
2,062,900 

i1,151.837 

2 1,447,940 

$826,000 

1 364,634 

2 254,834 
986, 500 

1 732,734 
2 378,041 

lb. Harvey Canal route, through Lake Salvador. 

lc. Company Canal route, through Lake Salvador. 

2a. New" route, skirting Lake Salvador. 

2b. Harvey Canal route, skirting Lake Salvador. 

2c. Company Canal route, skirting Lake Salvador. 



i Exclusive of cost of Harvey Canal property. 2 Exclusive of cost of Company Canal properety. 


The special board recommends the construction of an inland waterway over 
this reach 7 feet deep and 75 feet bottom width, the route to follow either the 































RIVER AND HARBOR APPROPRIATION BILL. 


259 


Harvey or Company Canal if either of these properties or portions of them can 
be acquired at such price as would make the total cost less than that for new 
work, and in case this can not be done that a new route be selected as indi¬ 
cated. In view of the less cost it is recommended that the route through Lake 
Salvador be selected, and thence as described. 

As stated within, a free waterway of adequate dimensions would be of great 
value to this section of country, where, owing to its low-lying lands and the 
great number of natural waterways, railroad construction would be very diffi¬ 
cult, while water routes may be constructed at moderate cost. The practica¬ 
bility of this work has been shown through the construction of a number of 
private canals in this vicinity which are extensively used for general transporta¬ 
tion purposes. In view of the fact that Congress has already adopted a depth 
of 5 feet for certain inland waterways through Louisiana and Texas, that many 
of the bayous, lakes, and natural waterways with which the canal would con¬ 
nect have an available navigable depth of not exceeding 5 feet, that the water¬ 
way would probably be used by ordinary river craft of not more than 4 to 5 
feet draft, and that the cost of a canal 5 feet in depth would be very materially 
less than that of 7 feet depth, the Board of Engineers for Rivers and Harbors 
believes that for the present at least a depth of 5 feet would satisfactorily 
serve the needs of navigation. It believes that interests involved are suffi¬ 
cient to justify the expenditure necessary to obtain a free waterway over this 
section 5 feet in depth, and it therefore reports that in its opinion it is advisable 
for the General Government to undertake the construction of a canal 5 feet 
deep and 40 feet wide at bottom, the line to follow such route as may be ap¬ 
proved by the Secretary of War upon recommendation of the Chief of Engineers, 
after the price at which the existing canals can be purchased and the questions 
of right of way have been determined. The total cost of the canal should not 
exceed approximately .$826,000, whether it follows one of the existing canals 
or a new route ,and it may be considerably less. It is recommended that the 
first appropriation be $300,000, and that subsequent appropriations be made 
so as to complete the work in three years. 

REPORT OF THE CHIEF OF ENGINEERS. 

The estimates make no allowance for cost of right of way, it being believed 
that in most instances the advantage to the localities concerned will be suffi¬ 
cient to cause the communities interested in the movement and benefited thereby 
to furnish the right of way required free of cost to the United States; and, 
furthermore, the estimates are based on the assumption (as recommended by 
both boards) that the actual routes in detail to be adopted shall at the time 
of actual construction work be subject to change or modification by the War 
Department according to such local conditions as may then exist. 

Along the entire stretch from St. Georges Sound to the Rio Grande the 
area adjoining the coast front is, as a rule, low, and is, in the main, occupied 
either by almost continuous shallow inland sounds, or by low marshy or 
swampy ground interspersed with numerous creeks and small channels of shal¬ 
low draft, through all of which the waterway construction will be compara¬ 
tively simple and inexpensive, and the route once constructed may be main¬ 
tained at reasonable cost. 

The Chief of Engineers believes that, as it is impracticable to improve each 
of the smaller rivers of the Gulf Coast to the extent of allowing to each a free 
access to ocean steamers, it will be very advantageous eventually to all these 
States to connect the lower end of these streams by an inside coastal water¬ 
way which shall afford at an early date a 5-foot draft waterway connection to 
all sections, and especially to the nearest ocean port. 

I have, therefore, following the instructions of Congress as regards this 
section of the intracoastal waterway, to report that the improvement by the 
United States of the intracoastal route from Mississippi River to Bayou Teche 
is deemed advisable so far as to give a 5-foot draft continuous inland waterway, 
following in general the route and methods recommended in the acompanying 
report of the special board, at a total estimated cost of $826,000. 

CALCASIEU RIVER AND PASS, LA. 

Location and description .—Calcasieu River has its source in south¬ 
western Louisiana, and flows in a general southerly direction to 
the Gulf of Mexico. About 25 miles from the Gulf it debouches into 


260 


RIVER AND HARBOR APPROPRIATION BILL. 


Calcasieu Lake, which lake is about 18 miles long. The connection 
between the lake and the Gulf, about 7 miles long, is known as Cal¬ 
casieu Pass. The entire length of the stream is about 215 miles, but 
the portion under improvement extends from the mouth of the pass 
through Calcasieu Lake up the river to Philips Bluff, a distance of 
97 miles. 

Condition at end of fiscal year .—The project is considered to have 
been completed in 1906. No improvement work was carried on above 
Calcasieu Lake. 

River: From Jones Bluff to Philips Bluff the stream is from 3 to 4 
feet deep, mean low Gulf, but is badly obstructed by snags, logs, 
fallen and overhanging trees, and is only available for logging opera¬ 
tions. Below Jones Bluff to Calcasieu Lake there is a wide channel, 
7 to 38 feet deep. 

Lake: The lower end of Calcasieu Lake was dredged at various 
times from 1873 to 1916, and in 1886-87, 1892-1894, and in 1906 revet¬ 
ments were constructed to protect channel. The bar at the upper 
end of Calcasieu Lake has also been dredged on numerous occasions. 
As present the available depth on bar at upper end of lake is 5 feet, 
mean low Gulf; through the lake, 6 to 6.5 feet, mean low Gulf; at 
lower end, 3.3 feet, mean low Gulf. 

Pass: The work on the jetties was prosecuted under various appro¬ 
priations between 1892 and 1905; the length of the east jetty is 8,447 
feet and that of the west jetty 3,200 feet. There is now an 8-foot 
depth through the jetties and 12-foot depth through the pass. 

The minimum depth from Lake Charles to the Gulf is 3.3 feet, 
mean low Gulf. To June 30, 1916, there was expended for improve¬ 
ment $449,425.58; for maintenance, $144,39475; combined total, 
$593,820.33. 

Effect of improvement .—Certain special rates from New Orleans 
to Lake Charles and Westlake, La., on the Calcasieu River, are 
quoted in the tariff of the Morgan’s Louisiana & Texas Railroad & 
Steamship Co. on account of water competition. The inhabitants 
of Cameron, La., and many other ridges adjoining the lower Cal¬ 
casieu are entirely dependent on this improvement for intercourse 
with Lake Charles and other markets. 

Proposed operation .—It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Dredging shoals in upper and lower Calcasieu Lake_$5, 750. 00 

Supervision and office expenses-' 868. 32 

Total_ 6, 618. 32 


Operations will be begun in August, 1916, and will be continued 
as long as plant is available. 

The funds requested for fiscal year 1918 will be apportioned as 
follows: 


Dredging shoals in upper and lower Calcasieu-$2, 000 

Dredging cut-off- 2, 500 

Superintendence and inspection--- 500 


Total____ 5, 000 


While the estimate is larger than the average expenditure for the 
past three years, due to lack of sufficient funds, the channel has been 
allowed to deteriorate, and the commerce of the stream makes it neces- 











RIVER AND HARBOR APPROPRIATION BILL. 


261 


sary to restore the channel. The estimate for maintenance will be 
high for the next few years. The isolated locality makes the transfer 
of plant and equipment very expensive. The amount requested is 
not excessive and is considered necessary. 

Local cooperation. —The cut-off referred to was made by private 
parties a few years ago about 2^ miles below Lake Charles, and is 
now used for navigation purposes instead of the natural channel. 
Deeds covering the right of way of this cut-off have beeen donated 
to the United States, and it is now proposed to widen and maintain 
this cut-off rather than the original channel for the use of boats. 

Commercial statistics. —A comparative statement of shipments and 
receipts for the past three years is as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value.- 

1913.. 

709,823 

605,594 

852,661 

$1,978,424 

11,873,509 

13,507,995 

1914. 

1915. 



The tonnage for the fiscal year 1915 consisted principally of logs, 
lumber, live stock, sand, shells, cordwood, and miscellaneous merchan" 
dise. Lumber and logs, which comprise about 92 per cent of the total 
tonnage, required vessels of a draft of 4 to 7 feet. Sand, which com¬ 
prises about 2 per cent of the total tonnage, required vessels of a draft 
of 5 to 6 feet. 


Amount expended on all projects from June 10, 1872, to June 30, 

1916: 

New work_$495, 913. 63 

Maintenance__ 144, 394. 75 


Total___ 640, 308. 38 


Balance available for fiscal year ending June 30, 1917- 6, 618. 32 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 5, 000. 00 


BOGUE FA LI A, BAYOU MANCHAC, AMITE, CHEFUNCTE, AND TICKFAW 

RIVERS, LA. 

Prior to 1902 these streams had been improved under separate ap¬ 
propriations. The improvements were combined by the river and 
harbor act of June 13, 1902. 

(A) CHEFUNCTE RIVER AND BOGUE FALIA. 

Location and description. —The Chefuncte River rises in upper por¬ 
tions of Tangipahoa and Washington Parishes and flows southerly 
into Lake Pontchartrain, opposite New Orleans. The distance from 
New Orleans to the mouth of Chefuncte River by water via New 
Basin Canal is 31| miles. The Bogue Falia rises in the lower portion 
of Washington Parish and flows southerly, joining the Chefuncte 
River 10J miles above Lake Pontchartrain. The portion under im¬ 
provement extends from the mouth of the Chefuncte to Covington, 
on the Bogue Falia, a distance of 14J miles. 

Existing project. —The existing project provides for dredging the 
bar at mouth of the Chefuncte and for dredging and removing oh- 


















262 


RIVER AND HARBOR APPROPRIATION BILL. 


structions from the Chefuncte and Bogue Falia to Covington, La., 
at an estimated cost of $5,460. In report on an examination made in 
1889 (Annual Keport, 1889, p. 1529), an annual maintenance of $1,000 
was recommended. The length of improvement is 14J miles. Mean 
tidal variation is 10 inches at mouth and 2 or 3 inches at head. The 
project was adopted by the river and harbor act of March 3, 1881, 
and is based on report printed in House Executive Document No. 
54, Forty-sixth Congress, second session (no maps). 

Condition at the end of fiscal year. —The removal of wreck of the 
gunboat Oregon from the Chefuncte was performed in 1872. Ob¬ 
structions have been removed from the waterway, and considerable 
dredging has been done at the mouth of the Chefuncte and in the 
Bogue Falia near Covington. A pile breakwater 820 feet long was 
constructed at the mouth of the Chefuncte in 1884. The.project is 
considered completed. There is now a channel 100 feet wide and 
7 feet deep at mean low gulf over the bar at mouth of the Chefuncte 
and in the stream as far as the Bogue Falia. On the Bogue Falia 
the present channel has a width of at least 60 feet and a depth of 7 
feet (mean low gulf) to the head of improvement at Covington. The 
7-foot depth is available throughout the year. There was expended 
to June 30, 1916, $19,342.24 for improvement, $18,805.98 for mainte¬ 
nance; a combined total of $38,148.22. 

Effect of improvement. —Due to water competition Covington has 
the advantage of reduced freight on numerous commodities between 
that point and New Orleans, certain rates being considerably less 
than to intermediate points having shorter haul. 

Proposed operations. —It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 

Dredging shoals in Bogue Falia and bar at mouth of Chefuncte River. $1, 500. 00 


Removing obstructions in Chefuncte River and Bogue Falia- 457. 77 

Supervision and office expenses_ 500. 00 

Total_ 2, 457. 77 

Operations will probably be begun in May, 1917, and prosecuted 
continuously, if possible, until completion. 

The estimate of funds for 1918 is apportioned as follows: 

Dredging approximately 9.000 cubic yards, at 20 cents_$1, 800 

Supervision and office expenses_ 200 

Total_ 2, 000 


While the estimate is larger than the amount expended in the last 
three years, it is less than the expenditure for 1916. The improve¬ 
ment was not properly maintained during the preceding two years, 
and to do this the amount estimated is necessary. The increased 
traffic on these streams demands better channel facilities. 

Commercial statistics. —A comparative statement of shipments and 
receipts for the past three years is as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

366,323 
326,675 
293,298 

$2,635,000 

3,717,283 

2,048,295 

1914. 

1915. 



















RIVER AND HARBOR APPROPRIATION BILL. 


263 


The tonnage for the calendar year 1915 consisted principally of 
lumber, logs, brick, sand, and miscellaneous merchandise. Sand, 
which comprises nearly two-thirds of the total tonnage, requires ves¬ 
sels of from 6 to 7 foot draft, and logs and lumber, which comprise 
nearly one-sixth of the tonnage, require boats of a draft of 6 to 7 feet. 


Amount expended on all projects from Mar. 3, 1881, to June 30, 

1916: 

New work-$24,563.24 

Maintenance- 18, 805. 98 

Total-- 43, 369. 22 

Balance available for fiscal year ending June 30, 1917_ 2, 457. 77 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement___^_ 2, 000. 00 


(b) tickfaw river and tributaries, la. 

Location and description. —Tickfaw River rises in the extreme 
southwestern part of the State of Mississippi and flows in a southerly 
direction to Lake Maurepas. It is joined by the Natalbany River 
2 miles above its mouth and by the Blood River 74 miles above its 
mouth. The Ponchatoula River is a tributary of the Natalbany 
River, joining it 4 miles above its junction with the Tickfaw. 

Natalbany River flows into the Tickfaw River about 2 miles above 
its entrance into Lake Maurepas. 

Blood River flows into the Tickfaw River about 7f miles above its 
entrance into Lake Maurepas. 

Ponchatoula River flows into the Natalbany River at about 3f 
miles above its junction with the Tickfaw River. 

Existing project. —The existing project provides for removal of 
obstructions on the Tickfaw River for 26 miles above its mouth: on 
the Blood River to the head of navigation, about 4 miles; and on 
the Natalbany and Ponchatoula Rivers, 15J miles; all at an estimated 
cost of $10,230. Annual cost of maintenance and channel dimensions 
are not specified. The mean tidal variation is 10 inches. The proj¬ 
ect was adopted by the river and harbor act of March 3, 1881, and is 
based on report dated February 27, 1880, submitted in House Ex¬ 
ecutive Document No. 54, Forty-sixth Congress, second session (An¬ 
nual Report for 1880, p. 1182). A map of Tickfaw River and tribu¬ 
taries is published in Senate Executive Document No. 192, Forty- 
eighth Congress, first session. 

Condition at the end of the fiscal year. —The general character of 
the work consisted in snagging and removing overhanging trees, 
thereby making navigation easier and safer. The project was com¬ 
pleted in 1891, but the work has not been permanent. At present the 
head of navigation on the Tickfaw. is 18 miles above its mouth; on 
the Natalbany, 10 miles; on the Ponchatoula, about 4 miles; and on 
the Blood, about 4 miles. The present available depths are as fol¬ 
lows : Tickfaw River, mile 0 to mile 10, 7 feet, and mile 10 to mile 
26, 6 feet; Natalbany River, 8 feet; Blood River, 6 feet; and Pon¬ 
chatoula River, 7 feet; mile zero being at the mouth of the stream in 
each case. The amount expended to June 30, 1916, is $8,115.49 for 
improvement and $16,220.53 for maintenance, a combined total of 
$24,336.02. 

Effect of improvement. —There is no effect on freight rates from 
the improvement, as there are no railroads adjacent to the navigable 










264 


RIVER AND HARBOR APPROPRIATION BILL. 


portions of these streams, but the general navigability has been much 
improved, and much larger boats are able to navigate same with 
safety. 

Proposed operations .—It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Removing obstructions in the stream_$2,071. 44 

Supervision ancl office expenses_ 500. 00 

Total__ 2, 571. 44 


Operations will probably be begun in May or June, 1917, and 
prosecuted as far as the necessity requires and the availability of 
plant will permit. 

The funds estimated for the fiscal year 1918 will be used for re¬ 
moving snags and other obstructions, constantly forming. 


Operation of United States snag boat_ $800 

Supervision and office expenses_ 200 

Total_1, 000 


While the estimate is larger than the average amount expended in 
the last three years, it is considered necessary in view of any sudden 
work needed and the considerable cost of getting the plant to the site. 

Commercial statistics .—A comparative statement of shipments and 
receipts for the past three years are as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

121,314 

$2,227,763 

1,387,496 

416,519 

1914. 

87,105 

48,516 

1915. 



The decrease in commerce during the calendar year is probably 
attributable to unusual lumber conditions, due to the European war. 
The tonnage for the calendar year 1915 consisted principally of 
lumber, logs, laths, piling, brick, and miscellaneous merchandise. 
Practically all of the commerce is carried between Springfield on 
the Natalbany and the mouth of the Tickfaw. The draft of boats 
operating on the stream varies from 4 to 7 feet. Lumber and logs, 
comprising about 90 per cent of the total tonnage, require boats of 
6 to 7 feet draft. 

Amount expended on all projects from Mar. 3, 1881, to June 30, 1916: 


New work_$8,115. 49 

Maintenance_ 16, 220. 53 


Total--- 24, 336. 02 


Balance available for fiscal year ending June 30, 1917_ 2, 571. 44 

Amount that can be profitably expended in fiscal year ending June 30, 

1918, for maintenance of improvement_ 1, 000. 00 


(C) AMITE RIVER AND BAYOU MANCHAC, LA. 

Location and description .—The Amite River has its headwaters 
in the State of Mississippi, flows in a generally southerly direction, 


























RIVER AND HARBOR APPROPRIATION BILL. 265 

and empties into Lake Maurepas. It is joined by Bayou Manchac 
about 35J miles above Lake Maurepas. 

Bayou Manchac extends from near the Mississippi Liver east- 
wardly to Amite Liver and is 18J miles long. 

Existing 'project. —The existing project was adopted in 1880 and 
provided for the removal of obstructions such as snags, trees, etc., 
from the mouth of the Amite Liver to 73^ miles above its junction 
with Bayou Manchac, a total distance of 110 miles; and the concen¬ 
tration of the channel by the closure of island chutes; all at an esti¬ 
mated cost of $23,760. The project is based on report dated Febru¬ 
ary 27, 1880, and printed in House Executive Document No. 54, 
Forty-sixth Congress, second session. In 1888 the improvement of 
Bayou Manchas was added, the initial appropriation being made 
by the river and harbor act of August 11, 1888, which appropriated 
$5,000 for the Amite Liver and stipulated that $2,500 might be used 
in improving Bayou Manchac. The dredging of a turning basin 
for boats at or near the mouth of Wards Creek was authorized by 
Congress in 1892. Annual estimate of cost of maintenance and chan¬ 
nel dimensions are not specified. The mean tidal variation is about 
10 inches. 

Condition at the end of fiscal year. —Considerable snagging and 
dredging work has been carried on in the Amite Liver since 1881, 
from 40 miles above Bayou Manchac to Lake Maurepas, nearly all 
of which was below the mouth of Bayou Manchac. Bayou Manchac 
has been improved since 1888 from mouth to Wards Creek by snag¬ 
ging and dredging. The project has been considered completed since 
1891. None of the work accomplished was of a permanent nature. 
The bars require annual dredging, while lumbering operations and 
the character of banks cause the need of snagging work. The Amite 
Liver from its mouth to Bayou Manchac is now in good condition, 
and Bayou Manchac from mouth to Wards Creek has a good navi¬ 
gable channel. The maximum draft that can be carried at all times 
on the Amite Liver is 7 feet for 36 miles from mouth at Lake 
Maurepas and 3 feet for the next 5 miles. On Bayou Manchac, 8 
miles from mouth to Wards Creek, the maximum draft that can be 
carried is 7 feet. All depths refer to mean low Gulf. The amount 
expended to June 30, 1916, is $24,900.82 for improvement and 
$40,524.52 for maintenance, a combined total of $65,425.34. 

Effect of the improvement. —There is no definite data as to the 
effect of the improvement on freight rates, as the territory adjacent 
to navigable portions of these streams is practically without rail¬ 
roads. However, the improvement has resulted in a safer and better 
means of water transportation on both streams, serving a territory 
practically not reached by any railroads. 

Proposed operations. —It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Removing obstructions on Amite River and Bayou Manchac-$1, 000.00 

Dredging shoals at mouth of Bayou Manchac_ 800. 00 

Supervision and office expenses- 378. 67 


Total___ 2,178. 67 


Operations will probably be begun in April, 1917, and prosecuted 
continuously, if possible, until completion. 







266 


RIVER AND HARBOR APPROPRIATION BILL. 


Funds estimated for the fiscal year 1918 will be used for mainte¬ 
nance of the streams, as follows: 


Operation of combined dredge and snag boat-$2, 600 

Supervision and inspection_ 400 

Total_ 3, 000 


While the estimate is larger than the average amount expended in 
the last three years, it is less than the amount expended in 1916. The 
improvement was not properly maintained during the previous two 
years. To properly maintain the channel, as increase of traffic be¬ 
tween Hope Villa and New Orleans demands, the amount estimated 
is considered necessary. 

Commercial statistics .—A comparative statement of shipments and 
receipts for the past three years is as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

46,608 

36,079 

100,772 

$1,112,105 
1,312,272 
1,367,075 

1914. 

1915. 



The tonnage for the calendar year 1915 consisted principally of 
cordwood, lumber, logs, hay, and miscellaneous merchandise on the 
Amite River. The logs are towed from all points along the stream 
to the various mills close to the Amite River, Tickfaw River and 
tributaries, and Chefuncte River. Above Bayou Manchac logging 
is the only traffic. On Bayou Manchac there is no regular traffic 
owing to the difficulty, it is claimed, in navigating boats over the 
bar at the mouth of Bayou Manchac and on account of snags. With 
the revival of cotton raising and a good open channel, boat travel 
will probably become regular on the Manchac. Logs and lumber, 
comprising practically 93 per cent of all traffic, require boats draw¬ 
ing from 6 to T feet of water. 

Amount expended on all projects from 1880 to June 30, 1916: 


New work-$24, 900. 82 

Maintenance_ 40, 524. 52 

Total- 65, 425. 34 

Balance available for fiscal year ending June 30, 1917_ 2,178. 67 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 3, 000. 00 

CONSOLIDATED. 

Amount expended on all projects from 1880 to June 30, 1916: 

New work--$57, 579 , 55 

Maintenance- 75 , 551> 03 

Total-133, 130- 58 

Balance available for fiscal year ending June 30, 1917_ 7 , 207. 88 


Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 


6, 000.00 































RIVER AND HARBOR APPROPRIATION BILL. 


267 


PONTCHARTRAIN LAKE, LA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
176, Sixty-third Congress, first session: 

Lake Pontchartrain is a shallow, fresh-water lake, lying north of the city 
of New Orleans, La. The lake is about 40 miles long and 24 miles wide, and 
has a general depth of about 15 feet. It is connected with Lake Borgne, and 
thence with the Mississippi River and the Gulf of Mexico by two deep 
passes—the Rigolets and Chef Menteur Pass. Between these passes and the 
main portion of Lake Pontchartrain a region of shallow water exists, varying 
in width from 1 to 2 miles and in depth from 3 to 6 feet. This shoal is known 
as the “ Middle Grounds ” and determines the maximum draft that can be car¬ 
ried between Lake Pontchartrain and Lake Borgne. The available depth is 
insufficient for the vessels navigating these waters, and considerable delay 
and inconvenience have been occasioned thereby. The district officer is of 
opinion that the locality is worthy of improvement by the United States, and 
he submits a plan providing for a channel 8 feet deep at mean low water and 
150 feet bottom width via route A-B. No protection works are recommended at 
the present time, but he states that the channel should be marked by beacons 
or guide piles. The estimated cost of the improvement, including these channel 
marks, is $32,000. The division engineer concurs in the favorable views of 
the district officer. 

I concur in general with the views of the district officer, the division engi¬ 
neer, and the Board of Engineers for Rivers and Harbors, and therefore 
in carrying out the instructions of Congress I report as follows: That the im¬ 
provement by the United States of Lake Pontchartrain, La., with a view to the 
removal of the middle ground between the Rigolets and the north draw of the 
New Orleans & Northeastern Railroad bridge, is deemed advisable so far as 
to secure an available channel depth of S feet and a channel width of 150 feet 
increased at entrances and on curves, approximately on the line A-B indi¬ 
cated on the accompanying map, following in general the methods described 
in the report of the district officer, at an estimated cost of $32,000 for first 
construction and $3,200 annually for maintenance. 

BAYOU VERMILION, MERMENTAU RIVER, AND BAYOU PLAQUEMINE 

BRULE, LA. 

Prior to 1902 these streams had been improved under separate 
appropriations. The improvements were combined under river and 
harbor act of June 13, 1902. 

(A) CHANNEL, BAY, AND PASSES OF BAYOU VERMILION, LA. 

Location and description .—Vermilion River is formed by the 
junction of Bayous Fusilier and Bourbeau, west of Arnaudville, La., 
and flows in a general southwesterly direction, emptying into the 
western end of Vermilion Bay. The length of the entire stream is 
about 71 miles, that of the section under improvement being 51 miles 
and extending from near Lafayette, La., to Vermilion Bay. 

Condition at the end of fiscal year .—The general character of 
work has consisted in snagging and dredging. A brush jetty (650 
feet long), to partly close the eastern entrance at mouth, was con¬ 
structed in 1881-1883. The bar at mouth has needed considerable 
dredging. The existing project is considered completed, but none 
of the work has been permanent. The present controlling depths 
are: Over bar at mouth, 3 to 4 feet; mouth (mile 0) to mile 31, 7.9 
to 26 feet; mile 31 to mile 42, 5 to 14 feet; mile 42 to mile 51, 1.4 to 
14 feet, mile zero being at mouth of stream. There have been 


268 


RIVER AND HARBOR APPROPRIATION BILL. 


expended on the existing project to June 30, 1917, $25,000 for im- 
provement and $31,839.66 for maintenance, a combined total of 
$56,839.66. 

Effect of improvement .—Navigation has been rendered easier and 
a deeper channel has generally been maintained. The freight rates 
at Abbeville are affected by this water competition, and it is proposed 
to establish a barge service to New Orleans. 

Proposed operation .—It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Dredging shoals at mouth into Vermilion Bay_$4, 500. 00 

Supervision and office expenses_ 651. 75 

Total____ 5,151. 75 


Operations will probably be begun in September, 1916, and prose¬ 
cuted continuously until completion, provided plant is available. 

The amount requested for the fiscal year 1918 will be used as 
follows: 


Dredging at mouth and through shoals in upper section_$3, 500 

Superintendence and inspection_ 500 

Total___ 4, 000 


While the estimate is larger than the average amount expended in 
the last three years, due to lack of funds, the channel has been 
allowed to deteriorate considerably. The towing of cane on this 
stream demands that the channel be kept open, not only over the sec¬ 
tion previously improved but farther upstream, but within the limits 
of the project, and in order to do this the estimate is considered 
necessary. 

Commercial statistics .—A comparative statement of shipments and 
receipts for the past three years is as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

35,369 

27,915 

21,208 

$287,670 
282,362 
268,704 

1914. 

1915. 



The tonnage for the calendar year 1915 consisted principally of 
sugar cane, fuel oil, wood, and miscellaneous merchandise. Sugar 
cane and fuel oil, which comprise about 85 per cent of the total ton¬ 
nage, required vessels of a draft of 4 feet 6 inches; miscellaneous 
products were carried in boats of a draft of 3 feet 6 inches to 4 feet. 


Amount expended on all projects, 1880 to June 30, 1916: 

New work-$34, 900. 00 

Maintenance_ 31, 839. 66 


Total- 66, 739. 66 


Balance available for fiscal year ending June 30, 1917_ 5,151. 75 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 4, 000. 00 


























RIVER AND HARBOR APPROPRIATION BILL. 


269 


Letter from the Chief of Engineers submitting estimate for main¬ 
tenance of Vermilion River, La., December 20, 1916: 

In response to your request of the 19th instant, I have the honor to submit 
herewith an estimate of the amount required for restoration to a depth of 5 
feet of the channel in Vermilion River, La., from the mouth to Pinhook Bridge, 
a short distance below the town of Lafayette: 

Dredging the bar at the mouth: 

For a channel 5 by 100 feet, approximately 4,000 linear feet, 24,000 


cubic yards, at 15 cents_$3, 600 

Ten dolphins, at $50___ 500 

Mile 0 to mile 31: 

For a channel 5 by 60 feet, no work except a little snagging_ 500 

Mile 31 to mile 41: 

For a channel 5 by 40 feet, 9,000 cubic yards, at 15 cents_ 1, 350 

Snagging_ 2, 000 

Mile 41 to mile 49: 

For a channel 5 by 40 feet, 160,000 cubic yards, at 15 cents_ 24, 000 

Snagging___ 4, 500 

Contingencies___ 3, 550 


Total_^_40,000 

Annual maintenance__;_ 4, 000 


(B) MERMENTAU RIVER AND TRIBUTARIES, LA. 

Location and description. —The Mermentau River is formed by the 
junction of Bayou Des Cannes and Nezpique, 2J miles above Mer¬ 
mentau, La., and flowing in a southwesterly direction, empties into 
the Gulf of Mexico. * The length of the stream is 71| miles. The en¬ 
tire Mermentau River and 25 miles of Bayou Nezpique are included 
in this improvement. 

Existing project. —The existing project provides for the removal 
of obstructions to navigation to secure the natural channel through¬ 
out the entire Mermentau River and through Bayou Nezpique from 
its mouth to 25 miles above; also for improving the channel in Lower 
Mud Lake by constructing a brush dam to concentrate the action of 
the current and by dredging; all at an estimated cost of $23,615.25. 
The mean tidal variation of Mermentau River is about 10 inches at 
the mouth and about 2 or 3 inches at the head. The project was 
adopted in 1892, and is based on report (no maps) printed in Annual 
Report for 1891, page 1862. The river and harbor act approved July 
27, 1916, provided that of the appropriation therein made the sum of 
$1,500, or so much thereof as may be necessary, may be expended in 
removing the wrecked lock and dam near the mouth of the Mermen¬ 
tau River. (H. Doc. No. 1232, 64th Cong., 1st sess.) 

Condition at the end of fiscal year. —Since 1892 obstructions have 
been removed from the Mermentau and the Nezpique. Considerable 
dredging has been done in Lower Mud Lake, and in 1897-98 two 
pile and brush dams, 2,500 feet and 3,000 feet long, were constructed. 
The project was considered completed in the fiscal year 1900, but the 
work has not been permanent. The depths available throughout the 
year were: Over bar at mouth, 3 feet; mile 0 to mile 36, 3 feet; mile 
36 to mile 71.5, over 6 feet, mile zero being at mouth of stream. There 
have been expended to June 30, 1917, $26,115.25 for improvement 
and $12,759.88 for maintenance, a combined total of $38,875.13. 













270 


RIVER AND HARBOR APPROPRIATION BILL. 


Effect of improvement .—No railroad has penetrated the section 
bordering the lower 53 miles of the river, consequently the improve¬ 
ment has facilitated traffic and transportation, which are practically 
dependent on the stream. On account of the location of the town of 
Mermentau on the upper Mermentau that town has on certain articles 
rail rates lower than those of intermediate points. 

Proposed operations.—It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 

Dredging shoals in Lower Mud Lake and removing obstructions 

throughout the stream and tributary-$7, 441. 00 

Removing dam near mouth- 1* 000. 00 

Supervision and office expenses- 826. 92 

Total_ 9, 267. 92 

Operations will probably be begun in November, 1916, and prose¬ 
cuted continuously until completion, if possible. 

The estimate for the fiscal year 1918 will, therefore, be expended 
in the maintenance of the channel in the lakes and for removing 
snags and other obstructions, as follows: 


Operations of United States dredge and snag boat-$2, 700 

Inspection, superintendence, etc- 300 

Total_ 3, 000 


While the estimate is larger than the average amount expended in 
the last three years, due to lack of funds and plant, this improve¬ 
ment has been allowed to deteriorate. The amount requested is not 
excessive and is considered necessary. 

Commercial statistics .—A comparative statement of shipments and 
receipts for the past three years is as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

34,982 
26,432 
24,535 

$642,448 
548,186 
961,785 

1914. 

1915. 



The tonnage for the calendar year 1915 consisted principally of 
fuel oil, logs, lumber, rice, coal, and miscellaneous merchandise. 
Fuel oil, rice, and miscellaneous merchandise, which comprise prac¬ 
tically two-thirds of the total tonnage, required vessels of 5 to 6 foot 
draft. Coal, lumber, and logs, which comprise nearly one-third of 
the total tonnage, required vessels of 4 to 6 foot draft. 

Amount expended on all projects from July 13,1892, to June 30,1916: 


New work___$26,115. 25 

Maintenance_ 12, 759. 88 


Total- 38, 875.13 


Balance available for fiscal year ending June 30, 1917_ 9, 267. 92 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 3, 000. 00 



























RIVER AND HARBOR APPROPRIATION BILL. 


271 


(C) BAYOU DES CANNES, LA. 

Proposed operations. —None. 

(D) BAYOU PLAQUEMINE BRUL^l, LA. 

Location and description .—Bayou Plaquemine Brule rises in the 
southwestern part of St. Landry Parish and flows in a general 
southwesterly direction, entering Mermentau Biver about 5 miles 
above Mermentau, La. It is about 75 miles long. The section under 
improvement is from mouth to near Crowley, La., a distance of about 
19 miles. 

Existing project. —The existing project provides for the removal 
of snags, logs, and other obstructions, and for dredging to obtain a 
clear channel of 60-foot bottom width and a depth of 6 feet at mean 
low Gulf, beginning at the mouth of the bayou and extending to a 
point near the town of Crowley, La., a distance of about 19 miles. 
The estimated cost of the work involved was $10,000 with $250 an¬ 
nually for maintenance. The mean tidal variation at mouth is 2 or 
3 inches with no perceptible variation at head. The project was 
adopted by the river and harbor act of June 25, 1910, and is based 
on report printed in House Document No. 789, Sixtieth Congress, 
first session. 

Condition at the end of the fiscal year. —A channel 6 feet deep at 
mean low Gulf and 60 feet wide has been secured for 19 miles from 
the mouth to near Crowley, La., by dredging and removing obstruc¬ 
tions. The existing project was completed in 1915, affording a 6-foot 
depth throughout the year. To June 30, 1916, there was expended 
$32,807.10 for improvement and $1,691.20 for maintenance, a total 
of $34,498.30. 

Local cooperation. —There was no local cooperation imposed by 
law. Bight of way was furnished for cut-off free of cost to the 
United States and accepted by the Government March 9, 1915. 

Effect of improvement. —Obstructions have been removed, channel 
deepened, and navigation made possible under the project section, 
enabling better facilities for transportation of material over the 
bayou. 

Proposed operations. —It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Removing snags, fallen and overhanging trees_$3, 000. 00 

Supervision and office expenses- 548.90 

Total_ 3, 548. 90 


Operations will probably be begun in December, 1916, and prose¬ 
cuted continuously until completion, dependent upon availability of 
the plant. 

The estimate of funds for the fiscal year 1918 is apportioned as 
follows: 


Removing snags, fallen and overhanging trees_$1,800 

Supervision and office expenses_ 200 

Total___ 2, 000 










272 


RIVER AND HARBOR APPROPRIATION BILL. 


This improvement has recently been completed, and the stream is 
narrow, extremely crooked and heavily timbered, and the frequent 
cyclones which visit this section cause these trees to fall into the 
bayou, and the sluggish currents cause drift to form, blocking off 
the bayou completely. The isolated locality makes the taking of the 
plant to the site and the work very expensive, and for these reasons 
the estimate is not excessive and is considered necessary. 

Recommended modifications of project. —None. 

Commercial statistics .—A comparative statement of shipments and 
receipts for the past three years is as follows: 


Comparative statement. 


Calendar year. 

Short tons. J 

Value. 

1913. 

14,150 

$68,850 

1914. 

10,650 

202,250 

1915. 

7,916 1 

154,753 



The usual limits of draft for loaded vessels varied from 8 feet 6 
inches to 6 feet. Logs and lumber, which comprise about 85 per cent 
of the total tonnage, required vessels of 4 to 6 foot draft, while fuel 
oil, which comprises about 14 per cent of the total tonnage, required 
vessels of 5 to 6 foot draft. Miscellaneous merchandise required ves¬ 
sels of 4 to 6 foot draft. 


Amount expended on all projects from June 25, 1910, to June 30, 

1916: 

New work__$32, 807.10 

Maintenance_>_*_ 1, 691. 20 


Total_ 34, 498. 30 


Balance available for fiscal year ending June 30, 1917_ 3, 548. 90 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 2, 000. 00 

CONSOLIDATE!). 

Amount expended on all projects from 1880 to June 30, 1916: 

New work_$93, 822. 35 

Maintenance_ 46, 790. 74 


Total_140,613.09 


Balance available for fiscal year ending June 30, 1917_ 17, 968. 57 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement__ 9, 000. 00 


REMOVING THE WATER HYACINTH-MISSISSIPPI, LOUISIANA, AND TEXAS. 

The water hyacinth is a floating plant which infests the waters 
of the Gulf coast, increasing with great rapidity during the summer 
season and being cut down to water level by frost in winter. It 
greatly obstructs the navigable waters, and is propagated not only 
by seed but by development of new plants from the root stems or 
portions of the root. It made its appearance in the waters of south¬ 
ern Louisiana about 1884 and spread with such rapidity that it soon 
infested all the streams without sufficient current to carry it to salt 
water. 


























RIVER AND HARBOR APPROPRIATION BILL. 273 

Existing project. —Existing project for destruction of these plants 
is based on report printed in House Document No. 91, Fifty-fifth 
Congress, third session, and provides for construction and operation 
of boats equipped with suitable machinery for removing and crushing 
the plants and the use of log booms for preventing the plants drift¬ 
ing from one stream into another. Estimated cost, $25,000 for boat, 
$10,000 for operation, and $1,000 for establishment of log booms; 
total of $36,000. The river and harbor act of June 13, 1902, author¬ 
ized use of mechanical, chemical, or other means whatsoever for the 
extermination of the plant, and under this provision the project was 
modified so as to destroy the plants by chemicals instead of mechani¬ 
cal means. The river and harbor act of July 25, 1912, made the 
appropriation available to include the removing of water hyacinths 
from the navigable waters of the State of Mississippi. 

Condition at the end of -fiscal year. —From 1900 to 1902, a boat 
with suitable machinery for removing and crushing the hyacinth was 
operated. Since then the U. S. steamer Hyacinth , equipped with 
means for spraying plants with a solution of arsenic and soda has 
been used in these streams whose commercial importance justified 
improvement. Booms have been constructed at certain points to 
prevent the drifting of the plant from nonnavigable streams into 
those which are navigable. The principal streams in the State have 
been kept almost entirely free from plants, resulting in a. great 
benefit to navigation. In 1915 spraying barge No. 1 was equipped 
for spraying the smaller streams. To June 30, 1916, there was ex¬ 
pended for maintenance $225,873.77. 

Local cooperation. —No reasonable amount of money can hold the 
water hyacinth in check without the cooperation of local officers and 
private parties. Plan for such cooperation, whereby the United 
States has performed the heavier work of removal, established booms 
and employed boom tenders where necessary, and interested officials 
and parties have maintained patrols to keep the streams free, was 
inaugurated during 1912. By this cooperation navigation in Bayous 
Black, Teche, Vermilion, Des Allemands, Leau Bleu, and others of 
the worst obstructed streams of the State has been greatly benefited. 

Effect of improvement. —The clearing of the streams of water 
hyacinths makes navigation possible on many streams and in others 
materially assists in easy navigation. 

Proposed operations. —It is proposed to expend the funds available 
for the fiscal year ending June 30, 1917, as follows: 


Operation of U. S. S. Hyacinth and spraying barge No. 1 -$18, 485. 75 

Supervision and office expenses- 5, 000. 00 

Total--- 23 ’ 435. 75 

The amount requested for fiscal year 1918 will be apportioned as 
follows: 

Operation of U. S: S. Hyacinth and spraying barge-$18,000 

Superintendence and supervision- 2 - 000 


While the estimate is larger than the average expenditure for the 
past three years, the hyacinths are becoming more numerous and it 
is harder to eradicate them. An additional outfit has been neces- 

H. Rept. 1289, 64-2-18 









274 


RIVER AND HARBOR APPROPRIATION BILL. 


sary and has been placed on the work of extermination of the plant, 
which adds to the cost of operations. The one boat used for this 
purpose is getting old and requires heavy repair charges each year. 
The old booms are being repaired and stronger and more substantial 
ones are being used. The amount requested is not excessive, is con¬ 
sidered necessary, and is the same as has been made annually for the 
two past years. 

Amount expended on all projects from June 13, 1902, to June 30, 1916: 


New work____ 

Maintenance_$225, 873. 77 


Balance available for fiscal year ending June 30, 1917- 23, 435. 75 

Amount that cafi be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 20, 000. 00 


BAYOU TERREBONNE, LA. 

Location and description. —Bayou Terrebonne has its headwaters 
in Lafourche Parish, near Thibodaux, La., and flows in a southerly 
direction, emptying into Terrebonne Bay. The length of the stream 
is 53 miles. Below Houma, La., which is 37 miles from mouth, the 
stream has surface widths varying from 50 to 200 feet. 

Existing project. —The existing project provides for improving 
the stream from Houma, La., to deep water (Bush Canal, 24.11 
miles), by dredging a channel 6 feet deep at mean low Gulf with a 
suitable width, at an estimated cost of $50,000. The estimated cost 
was subsequently increased to $75,000. The distance from the Bush 
Canal to the mouth of Bayou Terrebonne is 12.9 miles. The project 
was adopted by the river and harbor act of June 25, 1910, based on 
report (with map) submitted in House Document No. 1163, Six¬ 
tieth Congress, second session. The mean tidal variation at mouth 
is 10 inches; at Houma, 4 inches. 

Condition at the end of fiscal year. —Under previous and existing 
projects considerable dredging and snagging work has been carried 
on from Houma to the Bush Canal (24.11 miles below), at which 
point is found the 6-foot channel. The existing project was com¬ 
pleted during the fiscal year 1916, and there was available through¬ 
out the year a channel 6 feet deep at mean low Gulf and 45 feet 
wide from the head of improvement (which is at the St. Louis 
Cypress Co.’s bridge at Houma) to mile 2.93, and a channel 6 feet, 
deep and 50 feet wide from mile 2.93 to mile 24.11. The total amount 
expended to June 30, 1916, is $73,069.49, all for new work. 

Local cooperation. —Under the terms of the appropriating clause, 
Congress provided that no portion of the appropriation shall be ex¬ 
pended until title to any land required for the purpose of this im¬ 
provement shall have been deeded to the United States free of cost. 
The river and harbor act approved July 25, 1912, amended this pro¬ 
vision by providing that the right of way for the additional width 
required for excavation and for depositing dredged material shall 
be given by local interests free of cost to the United States. The 
river and harbor act of March 4, 1913, further changed the proviso, 
so that the present requirement is that no expense shall be incurred 
by the United States for acquiring any lands required for the purpose 
of improvement. Easement was willingly granted by the riparian 
landowners without any cost to the United States. 








KIVER AND HARBOR APPROPRIATION BILL. 


275 


E-ffect of improvement. —Free and easy navigation has been given 
to the present bayou traffic, and the development of commerce should 
follow. 

Proposed operations. —It is proposed to expend the funds avail¬ 
able for the fiscal year ending June 30, 1917, as follows: 


Dredging and removing obstructions_$4, 000. 00 

Supervision and office expenses_._ 975.12 

Total- T --- 4, 975.12 


Operations ivill probably be begun after January, 1917, and prose¬ 
cuted continuously, if possible, until completion. 

Funds estimated for the fiscal year 1918 will be used for mainte¬ 
nance of the stated channel, as follows: 


Removing snags, shoals, and debris caused by storms_$2, 700 

General supervision_ 300 

Total- 3 , 000 


The improvement of this stream has just been completed and the 
maintenance will probably be rather high for the next few years, due 
to caving banks, until equilibrium has been established. The ex¬ 
pense of transferring a dredge to this work is high, and it is be¬ 
lieved that the amount estimated, with the funds on hand, to main¬ 
tain this stream during that period is necessary. 

Commercial statistics. —A comparative statement of shipments and 
receipts for the past three years is as follows: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

1914 . 

1915 . 


. 152,192 

. 153,195 

. 174,446 

$4,245,188 
3.758,014 
4,552,458 


The tonnage for the calendar year 1915 consisted principally of 
logs, sugar cane, sugar, fuel oil, molasses, ground and grain feed, 
oysters, and miscellaneous merchandise. Logs and lumber, which 
comprise about 44 per cent of the total tonnage, require boats of a 
draft-of 3 to 5 feet. Sugar, which comprises about 22 per cent of 
the total tonnage, requires boats of a draft of 3 feet 6 inches. 


Amount expended on all projects from June 14, 18S0, to June 30, 

1916: 

New work_$120,133. 32 

Maintenance-- 

Balance available for fiscal year ending June 30, 1917- 4, 975.12 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 3, 000. 00 


ATCHAFALAVA RIVER, FROM MORGAN CITY, LA., TO THE GULF OF MEXICO. 

Location and description. —The Atchafalaya Fiver is an outlet of 
the Mississippi as well as of the Fed Fiver. It begins at Old Fiver, 
on the northern boundary of Pointe Coupee Parish, and flows gen¬ 
erally south a distance of about 170 miles and empties into Atcha- 























276 


RIVER AND HARBOR APPROPRIATION BILL. 


falaya Bay, an inlet of the Gulf of Mexico. The section under im¬ 
provement is from the 20-foot contour, 4 miles beyond the mouth of 
the Atchafalaya River, to the 20-foot contour in the Gulf of Mexico, 
a distance of about 15 J miles. 

Existing project .—The existing project, adopted by river and har¬ 
bor act of June 25, 1910, contemplates securing a channel 200 feet 
wide on bottom and 20 feet deep at mean low Gulf from the 20-foot 
contour, 4 miles beyond the mouth of the Atchafalaya River to the 
20-foot contour in the Gulf of Mexico, a distance of about 15J miles, 
and its maintenance for a period of three years at an estimated cost 
of $530,000, and $10,000 for inspections, superintendence, etc., by 
the United States. See H. Doc. No. 669, 61st Cong., 2d sess.) The 
latest published map accompanies House Document No. 410, Fifty- 
sixth Congress, first session. The mean tidal variation is 10 inches, 
and the plane of reference is mean low Gulf. 

Condition at the end of fiscal year .—The minimum depth had been 
increased from 7 to 20 feet, at the expiration, on November 17, 1914, 
of the agreement for the purchase and three years’ maintenance of 
the channel by the Atchafalaya Bay Ship Channel Co. The channel 
shoaled rapidly, however, and was redredged in the fiscal year 1915 
by the U. S. dredge Gulfport. There is now a minimum depth of 
11^ feet at mean low Gulf, about mile 9.1. There were expended 
to June 30, 1916, $501,963.23 for improvement and $65,054.78 for 
maintenance, a combined total of $567,018.01. 

Effect of improvement. —The improvement has resulted in enabling 
deeper draft vessels to enter the Atchafalaya River, and has also 
resulted in a substantial reduction in freight rates between Morgan 
City and eastern ports on certain commodities; schooners carry 
lumber at considerably less than the all rail, or the combined rail 
and water rates. 

Proposed operations. —It is estimated that the amount that should 
be applied to work of maintenance to June 30, 1918, is about $82,700, 
this requiring an additional appropriation of $30,000, and an esti¬ 
mate for this sum is submitted. 

Commercial statistics. —Comparative statements of shipments and 
receipts for the past three years are as follows: 


Comparative statemcut. 


Calendar year. 

Short tons. 

Value. 

1913. 

29,427 

$249,635 
1,553,619 
500,952 

1914. 

66.147 

1915... 

39,561 



The decrease in commerce through the Atchafalaya Bay Ship 
Channel is probably due to channel conditions. The storm of Sep¬ 
tember, 1915, practically obliterated the channel which was completed 
in August of that year, and there were no funds available for its 
restoration. This probable cause of decrease is confirmed by the 
statement of receipts at Morgan City, which shows an increase for 
the calendar year. 

The tonnage for the calendar year 1915 consisted principally of 
lumber, fuel oil, and miscellaneous merchandise. Lumber, which 










RIVER AND HARBOR APPROPRIATION BILL. 


277 


comprised about 64 per cent, was carried in schooners with a draft of 
about 17 feet, and fuel oil required vessels with a draft of about 11 
feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. . 

695,490 
653,183 
666,086 

$4,268,655 
13,258,877 
10,913,403 

1914. 

1915. 




The tonnage for the calendar year 1915 consisted principally of 
lumber, logs, gravel, fuel oil, sugar cane, fertilizer, and miscellaneous 
merchandise. The towing of logs comprises about 81 per cent of the 
total tonnage and required vessels of a draft of 4 to 7 feet. Lumber, 
which comprised about 4 per cent of the total tonnage, required 
vessels of a draft of 17 feet, and oil, which comprised approximately 5 
per cent of the total tonnage, required vessels of a draft of 11 feet. 


Amount expended on all projects from June 25, 1910, to June 30, 

1916: 

New work_;_*-$501, 963. 23 

Maintenance_ 65, 054. 78 


Total___ 567, 018. 01 


Balance available for fiscal year ending June 30, 1917- 52, 727.15 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 30, 000. 00 


BAYOU GROSSETETE, LA. 

Location and description. —Bayou Grossetete rises in Pointe Cou¬ 
pee Parish, La., and extends in a generally southeastern direction, 
entering Bayou Plaquemine 8 miles below Plaquemine Lock. The 
length of the stream is about 40 miles and the length of the section 
under improvement is 29 miles, extending from the mouth to 5 miles 
above Maringouin, La. 

Existing project. —The existing project provides for improving the 
stream for a distance of 29 miles, from its mouth to a point about 
5 miles above Maringouin, by removing snags’and trees and by dredg¬ 
ing a channel 60 feet wide on bottom and 5 feet deep at mean low 
water, at an estimated cost of $18,000 for improvement and $500 
annually for maintenance. The estimated cost was later increased 
to $30,000. Mean low water is about 2 feet above mean low Gulf 
level. The project was adopted by the river and harbor act of July 
25, 1912, based on report submitted in House Document No. 348, 
Sixty-second Congress, second session (no maps). Mean tidal varia¬ 
tion at mouth is 5 inches; at upper end of improvement, practically 
nothing. 

Condition at the end of -fiscal year.— The general character ot the 
work consisted in dredging, snagging, and removing overhanging 
trees, and there was secured a channel 5 feet deep at mean low water 
and 60 feet wide from the mouth to mile 10.3 (completed in 1914), 
and a channel 5 feet deep at low water and 40 feet wide from mile 
10.3 to mile 29 (completed in 1916). These channels were available 


















278 


RIVER AND HARBOR APPROPRIATION BILL. 


throughout the entire year. The project for a channel 5 feet deep 
and 60 feet wide for the whole length of improvement is now 60 
per cent completed. To date $29,543.75 has been spent, but the full 
project width has not been obtained, as the present interests of traffic 
do not require it. 

Effect of improvement .—The stream has been cleared of its great¬ 
est hindrances to navigation, namely, shoals, snags, and overhanging 
trees, which prevented traffic at low stage of water. It is now pos¬ 
sible for the bayou craft to operate for 29 miles at all.seasons of the 
year. The barging of cane which occurred at low-water period will 
be greatly increased and extended to points on the upper Grossetete. 
Other products can be brought to market more easily, and the towage 
of lumber will be uninterrupted. The through channel having just 
been opened, no direct effect on railroad rates has been noticed. 

Proposed operations .—It is proposed to expend the funds available 


for the fiscal year ending June 30, 1917, as follows: 

Dredging and removing obstructions_$4, 200. 00 

Supervision and office expenses__ 975. 36 

Total_ 5,175. 36 

The funds estimated for the fiscal year 1918 will be used for main¬ 
tenance of a channel 5 feet deep and 40 feet wide: 

Removing snags, fallen and overhanging trees_ $800 

Supervision and office expenses_ 200 

Total_1,000 


The maintenance will be rather high for several years, due to cav¬ 
ing of the high, steep banks and many trees. Since the excavation of 
the channel and the loading of the banks with the dredged material, 
considerable caving will probably result. It is believed that the 
estimate proposed for 1918, with the balance on hand, will be suffi¬ 
cient to maintain the stream during this period. 

Commercial statistics .—A comparative statement of shipments and 
receipts for the past three years is as follows: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

195,418 
127,646 

1 174,314 

$897,820 
2,565,511 
2,643,956 

1914 . 

1915 . 


The tonnage for the calendar year 1915 consisted principally of 
lumber, logs, staves, gravel, and miscellaneous merchandise. Lumber 
and logs, which comprise about 92 per cent of the total tonnage, re¬ 
quired vessels of 4 to 5 foot draft. Gravel, which comprise about 3 
per cent of the total tonnage, requires vessels of 5-foot draft. 


Amount expended on all projects from July 25, 1912, to June 30, 

1916: 

New work-$29, 543. 75 

Maintenance_ _ 


Balance available for fiscal year ending June 30, 1917_ 5,175. 36 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 1, 000. 00 
























RIVER AND HARBOR APPROPRIATION BILL. 


279 


RED RIVER BELOW FULTON, ARK. 

Location and description. —Red River rises in northwestern Texas 
and flows in a general easterly direction, forming the boundary be¬ 
tween Texas and Oklahoma and Arkansas. It then flows in a general 
southeasterly direction through Arkansas and Louisiana and enters 
Mississippi River at Red River Landing, La. The river is about 
1,275 miles long. The river is an alluvial stream, heavily charged 
with sandy sediment and carrying much drift from rapidly caving 
banks. It has a drainage area of about 66,000 square miles. 

Existing project. —This project, based on report of Capt. J. H. 
Willard, Corps of Engineers (Annual Report for 1890, p. 1829, and 
for 1891, p. 1957), was adopted by the river and harbor act of July 
13, 1892, and provides for continuing improvement of Red River 
from Fulton, Ark., to the Atchafalaya River, 475 miles, by systematic 
clearing of the banks, snagging, dredging shoals, building levees 
(either alone or in cooperation with riparian States), closing outlets, 
revetting caving banks, and preventing injurious cut-offs. The 
lower end of the section included in the project is 6.6 miles above the 
mouth of the river. No proposed channel dimensions were given. 
As the work is continuous, no estimate for completion could be given. 
The estimated cost of maintenance of the improvement is $100,000 
a year, exclusive of cost of new plant when required. A map of the 
stream was published in the Annual Report for 1913, page 2336. 

Conditions at the end of fiscal year. —The work done consisted in 
removing the great raft which filled the river at intervals for 92 
miles, destroying a ledge of rock across the stream at Alexandria, La., 
closing a number of outlets which depleted the channel, constructing 
levees in cooperation with local levee boards, revetting caving banks 
where practicable, removing snags and logs from the channel, and 
cutting leaning trees along the banks. The work has converted a 
previously impassable waterway into a broad, deep river, safe for 
navigation at all but the lowest stages; has lowered the bottom in 
places as much as 25 feet and reclaimed many thousands of acres of 
fertile land previously covered by water. When gauge readings are 
6 feet or more, which usually occurs between December and July, 
boats drawing 6 feet have little trouble in navigating the section 
included in the project. During the remainder of the year gauge 
readings near zero may be expected with minimum depths of 5 feet 
in the lower, 3 feet in the middle, and 2 feet in the upper part of this 
section. Work in progress is maintenance and no statement of wliat 
remains to be done can be made. The expenditures under the exist¬ 
ing project to June 30, 1916, were $1,265,347.24 for new work and for 
maintenance. It is not practicable to separate these items. 

Local cooperation. —No conditions have been imposed by law. A 
levee W as built during the year to close a crevasse in Lafayette County 
near Garland, Ark. The Red River levee district No. 1 contributed 
$22,500 and the United States $6,000 of the funds required. 

Effect of improvement. —The work done has rendered transporta¬ 
tion by water much easier and safer and has reduced freight rates 
about 33 i per cent. 

Proposed operations. —It is proposed to expend $73,982 of. the 
funds available for the fiscal year ending June 30, 1917, in mainte¬ 
nance of the improvement, and $8,239.16 in repairing levees on upper 


280 * 


RIVER AND HARBOR APPROPRIATION BILL. 


Red River, if the required local cooperation is obtained. The funds 
for maintenance will be used to operate the U. S. snag boat Howell 
during the entire fiscal year, at a cost of about $25,000, and to operate 
two chopping parties for about six months during low water, at a 
cost of about $9,000 each, for removing obstructions from the channel 
and leaning trees from the banks: to use the dredge Waterway for 
about two months during low water in deepening the channel at shoal 
places, at a cost of about $5,000; to rebuild the'hull of the snag boat 
Columbia; and to care for all plant and make necessary repairs. The 
available funds will probably be exhausted before June 30, 1917. 

The appropriation of $55,000 for continuing the work of snagging 
and removing obstructions during the year ending June 30, 1918, is 
recommended. Many obstructions have been brought into the river 
which should be removed if it is to be kept open for navigation. A 
transportation company has been organized to operate a line of boats 
on this river below Shreveport, and it proposes to begin regular trips 
in the near future. 

Commercial statistics .—All commerce on the stream is directly 
benefited by its improvement. Statistics have been compiled for the 
fiscal instead of the calendar year because the former more nearly 
coincides with the commercial year and the period of navigation ordi¬ 
narily closes in June. 


Comparative statement. 


Fiscal year ending June 30— 

Short tons. 

Value. 

1914. 

26,166 
47,351 
27,325 

$310,333 
2,939,073 
1, 895, 867 

1915. 

1916. 



The freight carried during the current fiscal year consisted of 
lumber and logs, farm products, and general merchandise. 

CONSOLIDATED. 


Amount expended on all projects from May 23. 1S2S, to June 
30, 1916: 


Balance available for fiscal year ending June 30, 1917_ 82, 221.16 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 55, 000. 00 


SABINE RIVER UP TO LOGANSPORT, LA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
No. 668, Sixty-third Congress, second session: 

The existing project for improvement of Sabine River contemplates securing 
a cannel 25 feet deep and 150 feet wide up to the town of Orange, which is 
situated 13 miles above the mouth. Logansport, the upper limit of the present 
examination, is about 292 miles above the mouth. The district officer states that 
above mile 100 practical all-year navigation can be secured only by locks and 
dams. Open-channel improvement below about mile 130 is probably practicable 
to give a navigable channel for boats of about 3 feet draft from about Decem¬ 
ber to July, inclusive, and improvement below mile 70 is probably practicable 



















RIVER AND HARBOR APPROPRIATION BILL. 


281 


to give a navigable channel for draft of 3 feet for the entire year. The dis¬ 
trict officer is of opinion that the cost of improvement by any suitable method 
would he excessive, and he expresses the opinion that this river is not worthy 
of further improvement at this time. In this opinion the division engineer 
concurs. 

This report has been referred, as required by law, to the Board of Engineers 
for Rivers and Harbors, and attention is invited to its accompanying report, 
dated December 16, 1913. The board states that this river is very greatly 
obstructed by logs, snags, etc., the removal of which would undoubtedly be 
expensive and out of reasonable proportion to the resulting benefits if the cost 
were entirely borne by the United States. If, however, the United States can 
be reimbursed by the sale of logs removed from the bed of the stream in the 
progress of the improvement, it believes that the cost might come within rea¬ 
sonable limits. The board recommends “ that Congress enact such legislation 
as may be necessary to provide that all sunken logs and timber taken by the 
United States, after due notice, from any river bed in the process of clearing 
it for navigation shall become the property of the United States, subject to sale, 
and that the proceeds of sale shall go to the credit of the improvement.” Con¬ 
tingent upon such legislation, the board recommends that an appropriation of 
$30,000 he made for the construction of a suitable snag boat and its operation 
for a period of one year on the Sabine River, and that the work of clearing 
the river continue thereafter so long as sufficient revenue is derived from the 
sale of logs to pay for the operation of the plant. While estimates of cost are 
not ordinarily presented in reports on preliminary examinations, the estimate 
given by the board is entirely for plant and its operation, no survey or other 
investigation being required to determine the probable expenditure required. 

After due consideration of the above-mentioned reports, I concur with the 
views of the Board of Engineers for Rivers and Harbors, and therefore report 
that, subject to the enactment of legislation as recommended by the board, the 
improvement by the United States of Sabine River is deemed advisable to the 
extent of constructing a suitable snag boat and operating it for a period of 
one year, at an estimated cost of $30,000, and continuing the work thereafter 
so long as sufficient revenue is derived from the sale of logs to pay for the 
operation of the plant. The full amount of the above estimate should he 
provided in one appropriation. 

GALVESTON HARBOR, TEX. 

Location and description .—On the Gulf of Mexico, on the east 
coast of Texas, 345 miles west of the mouth of the Mississippi River 
and 188 miles northeast of Aransas Pass, and 313 miles northeast 
from the Rio Grande. The harbor extends from the Gulf through 
the pass between the jetties on Galveston Island and Bolivar Penin¬ 
sula to Bolivar Roads, where it connects with the ship channels to 
Galveston, Texas City, Houston, and Port Bolivar. The harbor lies 
between Galveston Island, Pelican Island, and Bolivar Peninsula, 
with an anchorage area of 744 acres with over 30 feet depth. 

Condition at the end of fiscal year .—The project was completed in 
fiscal year 1910 by extension of the jetties gulfward on each side of 
the pass with crest 5 feet above mean low tide, the north jetty from 
Bolivar Peninsula, a distance of 25,907 feet, and south jetty from 
Galveston Island, a distance of 35,900 feet, 7,000 feet apart at outer 
end. The tidal scour assisted by dredging has formed a channel 
midway between the jetties 32^ feet deep at mean low tide and 1,450 
feet wide between 30-foot contours. Attention is especially invited 
to the map 1 accompanying this report, which shows the condition 
of the outer bar channel in June, 1916. The limiting depth of 32J 
feet of that channel exists after a period of two years, during which 
time no dredging whatever was clone at this locality. The results 
obtained, therefore, appear to be of a permanent character. The old 
channel around outer end of south jetty is gradually filling up and 


i See Annual Report of the Chief of Engineers. 





282 


RIVER AND HARBOR APPROPRIATION BILL. 


is no longer used. A total of $2,901,589.48 has been expended, of 
which $2,004,935.66 was for new work, including cost of seagoing 
dredge Galveston , and $896,653.82 was for maintenance. 

Local cooperation. —A pile revetment about 1 mile long had been 
constructed by the city of Galveston in the vicinity of Fort Point in 
1869-70 to prevent erosion and direct the current across the inner 
bar. The available funds for construction of jetties becoming ex¬ 
hausted the city of Galveston contributed the sum of $100,000 in 
May, 1883, to carry on the work of improvement, pending congres¬ 
sional appropriations. 

Effect of improvement .—Has afforded a deep-water port on the 
western side of the Gulf of Mexico, giving an outlet to the prod¬ 
ucts of the States west of the Mississippi River and making Gal¬ 
veston the second port of the United States in value of exports. 
During the past year a large tonnage of freight from the Pacific 
coast has been transferred to coastwise vessels and shipped to Atlantic 
ports in competition with the all-water route via Panama Canal. 
Freight rates on all commodities had been decreased until the out¬ 
break of the European war, and consequent shortage of vessels forced 
the rates up to unusual heights. 

Proposed operations. —With the funds available on July 1, 1916, 
amounting to $27,879.88, together with the appropriation of $325,000 
carried by the river and harbor act approved July 27, 1916, it is pro¬ 
posed to maintain the channel by operating one seagoing dredge at 
such times as may be necessary, at a probable rate of $10,000 per 
month, $102,879.88, and to repair the jetties at a cost of $278,000 by 
contract at the rate of about $20,000 per month. It is expected that 
the available funds will be exhausted about January 31, 1918. 

With the funds to be furnished under the estimate submitted in the 
report it is proposed to maintain the channel by operating one sea¬ 
going dredge for about five months, at rate of $10,000 per month, 
$50,000. 

Commercial statistics. —All the coastwise and foreign commerce 
for Galveston, Texas City, Port Bolivar, and Plouston goes through 
this channel. The chief articles of export are cotton and cotton 
products, wheat, flour, copper, lead, and forest products; and of im¬ 
ports fuel oil, coal, sugar, zinc ore, and general merchandise. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913.. 

5,157,421 

$548,272,978 
494, 820,669 
575,170,302 

1914. 

5,593, 725 
6,231,575 

1915. 



The 1915 increase is accounted for by better cotton values and 
increase in the movement of wheat and mining products. 

Amount expended on all projects from .Tune 23, 1874, to June 


30, 1916: 

New work__$10, 426, 932. 23 

Maintenance- 994, 341. 67 


Total--- 11, 421, 273. .90 

Balance available for fiscal year ending June 30, 1917_ 352, 879. 88 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 50, 000. 00 



















RIVER AND HARBOR APPROPRIATION BILL. 


283 


GALVESTON CHANNEL, TEX. 

Location and description. —This channel extends from Galveston 
Harbor at a point between Bolivar Peninsula and Fort Point across 
the former inner bar to and along the wharf front of Galveston, and 
has a length of about 5 miles and width of 1,400 feet; it is about 
5 miles southwest of Port Bolivar and 74 miles southeast of Texas 
City. 

Existing project. —Adopted by river and harbor act approved June 
25, 1910, provides for the excavation of a channel 30 feet deep at 
mean low tide and 1,200 feet wide from outer end of old inner bar, 
near Fort Point to Fifty-first Street, and the extension, when the 
interests of navigation and commerce require it, of a channel 1,000 
feet wide to Fifty-seventh Street, at an estimated cost of $1,769,710. 
(See H. Doc. No. 328, 61st Cong., 2d sess.) 

The river and harbor act approved July 27, 1916, adopted so much 
of the project presented in House Document No. 1390, Sixty-second 
Congress, third session, as provides for the construction of the sea¬ 
wall extension, estimated to cost $1,185,000, and made an appropria¬ 
tion of $200,000, subject to the following conditions: 

That no part of the amount herein appropriated shall be expended and no con¬ 
tract shall be entered into under this appropriation until the county or city of 
Galveston and other local interests shall have donated the lands to the United 
States, as set forth in said Document Numbered Thirteen Hundred and ninety, 
and shall have quieted all claims to the present San Jacinto Reservation, nor 
until the said county or city of Galveston shall have obtained a right of way and 
made provision in a manner satisfactory to the Secretary of War for paying the 
cost of constructing at least three thousand three hundred feet of similar sea¬ 
wall extension in addition to that herein appropriated for: Provided further, 
That the entire work of construction shall be done under the direction of the 
Secretary of War, and the funds appropriated by Congress and those furnished 
by the county or city of Galveston shall be expended by him. 

The tidal variation is about 1 foot. The latest map is printed in 
Annual Keport for 1914, page 2285. 

Condition at end of fiscal year .—The project was completed in 
fiscal year 1913, with exception of extension of channel westward 
from Forty-sixth Street and Fifty-seventh Street, the Chicago, Bock 
Island & Gulf Kailway Co. not having developed their property in 
accordance with the provisions of the project. A channel over 30 feet 
deep at mean low tide and over 1,200 feet wide has been dredged 
from Galveston Harbor at Fort Point over the site of old inner 
bar to Forty-sixth Street, a distance of 4 miles westward, with a pile 
and brush dike and fence along the north side to retain the spoil exca¬ 
vated from the channel. This spoil bank has formed a strip of land 
about one-half mile wide and 4 miles long adjacent to the deep-water 
channel and opposite to the present docks, which is owned by the city 
of Galveston and is now available for development, and which would, 
if improved, almost double the capacity of the port. The ruling 
depth on June 30, 1916, was 28.8 feet, with a depth of over 30 feet 
through a narrow channel along the wharf front. A total of $1,247,- 
333.37 has been expended, of which $710,800.02 was for new work and 
$536,533.35 for maintenance. 

Local cooperation .—The city of Galveston had built about 1 mile 
of pile bulkhead on south side of inner bar near Fort Point to protect 


284 RIVER AND HARBOR APPROPRIATION BILL. 

the east end of island from erosion and to direct the currents across 
the inner bar. The Southern Pacific Steamship Co. built a pile dike 
3,757 feet long in extension of the Government pile and brush dike on 
opposite side of the channel and in front of their wharves, and this 
company and the Galveston Wharf Co. maintain the required depths 
in slips and for 75 feet -in front of face of their wharves by dredging 
at their own expense. 

Effect of improvement .—Has been to make Galveston the second 
port of the United States in value of exports, providing a convenient 
outlet for the products of the Middle and Southwestern States. 

Proposed operations .—The funds available on July 1, 1916, 
amounting to $22,888.86, together with $100,000 appropriated by the 
river and harbor act approved July 27, 1916, will be used in the 
redredging of channel with one or more hydraulic pipe-line dredges 
as soon as available for the work, at the probable rate of $10,000 to 
$20,000 per month. It is expected that the available funds will be 
exhausted about June 30, 1917. 

With the funds to be furnished under the estimate submitted in the 
report it is proposed to operate one or more hydraulic pipe-line 
dredges in maintaining the project depth of 30 feet, at a cost of 
$ 100 , 000 . 

It is believed that further extension of the channel westward or 
any other work than maintenance should not be done until some 
serious effort is made by the local interests to utilize the undeveloped 
frontage where the Government has already provided deep water. 

Commercial statistics .—The chief articles of export are cotton, cot¬ 
ton products, wheat, flour, copper, lead, and forest products; and of 
imports, fuel oil, coal, sugar, zinc ore, and general merchandise. 
The 1915 increase is accounted for by better cotton values and 
increase in the movement of wheat and mining products. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

4,455,088 

5,019,794 

5,336,889 

$489,022,813 
451,985,152 
510,744,587 

1914. 

1915. 



This port stands second in the value of foreign exports of all the 
ports in the United States, according to statistics published by the 
Bureau of Foreign and Domestic Commerce for the fiscal year ending^ 
June 30, 1915. 

Amount expended on all projects from June 13, 1902, to June 30, 


1916: 

New work_j._,$l, 211, 849. 39 

Maintenance-- 585, 219.10 


Total- 1, 797, 068. 49 


Balance available for fiscal year ending June 30, 1917_$322, 888. 86 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 100, 000. 00 


















RIVER AND HARBOR APPROPRIATION BILL. 


285 


CHANNEL FROM GALVESTON HARBOR TO TEXAS CITY, TEX. 

Location and description. —Texas City, Tex., is on the mainland 
of Texas on the west side of Galveston Bay, about 7-| miles north¬ 
west of city of Galveston. The channel extends from deep water in 
Galveston Harbor off Bplivar Peninsula to the wharves, a distance 
of about 7 miles. 

Existing project. —Adopted by river and harbor act approved 
March 4, 1913, provided for the widening of the channel to 300 feet 
on the bottom, 30 feet deep at mean low tide, and the construction 
of a pile dike on the north side 28,200 feet in length, provided 
“that a gap of 100 feet in width shall be left between the western 
end of this dike and the Texas City Harbor lines, to permit the 
passage of small beats.” The estimated cost of the project was 
$1,400,000, with $50,000 annually for maintenance. (See H. Doc. 
No. 1390, 62d Cong., 3d sess.) The tidal variation is about feet. 
The latest map is printed in Annual Report for 1914, page 2285. 

Condition at the end of the fiscal year. —The project was completed 
May 12, 191G. The channel has been dredged to a depth of 30 feet 
at mean low tide and to a width of 300 feet from Bolivar Roads to 
the wharves at Texas City, a distance of 35,587 feet. The pile dike 
has been built from the shore along the north side of the channel 
for a distance of 28,200 feet, and completed June 1, 1915, the spoil, 
excavated from channel and borrowed elsewhere, deposited over it to 
protect from action of teredo. The spoil bank has also been pro¬ 
tected from erosion by a riprap apron at several places, and further 
work of placing riprap is in progress. The hurricane of August 
16-17, 1915, washed away considerable of the spoil embankment, 
which is being replaced with Government plant. The hurricane also 
caused some shoaling of the channel. For original work the sum of 
$1,184,023.91 was expended and for maintenance $267,361.28, a total 
of $1,451,385.19. 

Local cooperation. —During 1895-96 the Texas City Terminal Co. 
undertook the development of the port by dredging a channel about 
16 feet deep at mean low tide and 100 feet wide from Galveston 
Harbor to Texas City, at a cost of $146,000. This channel was taken 
over by the United States under act of March 3, 1899, and was 
deepened to 25 feet at mean low tide and 100 feet wide. In 1906 the 
Texas City Transportation Co. redredged the channel to depth of 
25 feet at mean low tide and dredged turning basin and slip, expend¬ 
ing a total of $337,670.17, according to figures furnished by them. 
The existing project, adopted under act of March 4, 1913, was subject 
to the condition, which has been complied with— 

that the work proposed shall he contingent upon the setting aside by the town 
of Texas City of a suitable right of way for a railroad or railroads through the 
said city within its limits, said right of way to he available to any railroad or 
railroads that may at any time be authorized by the United States to occupy 
or operate over said dike. 

Effect of the improvement. —Established Texas City as a port for 
ocean vessels handling a large volume of business, new steamship 
lines entering this service, and competing with the port of Galveston. 

Proposed operations. —With the funds available on July 1, 1916, 
amounting to $87,181.18, together with $185,000 appropriated by the 


286 


RIVER AND HARBOR APPROPRIATION BILL. 


river ancl harbor act approved July 27, 1916, it is proposed to main¬ 
tain the project depth of 30 feet, and to maintain covering of pile' 
dike by operating one or more United States hydraulic pipe-line 
dredges at the rate of $12,000 per month each. It is expected that 
the funds available will be exhausted about December 31, 1917. 

With the funds to be furnished under the estimate submitted in 
the report it is proposed to maintain the channel by dredging and 
to maintain the pile-dike covering by operating one or more United 
States hydraulic pipe-line dredges, as may be required, at a cost of 
$50,000. 

Commercial statistics. —The chief articles of export were cotton, 
metals, and grain; and fuel oil, coal, wire goods, and general mer¬ 
chandise were the largest items of import. The 1915 increase is 
accounted for by better cotton values. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

446,228 
301,106 
309,789 

$52,794,347 
32,020,182 
41,468,434 

1914. 

1915. 




Amount expended on all projects from Mar. 4, 1890, to June 


30, 1916: 

New work_$1, 550, 846. 39 

Maintenance_ 462, 444. 49 


Total_ 2, 013, 290. 88 


Balance available for fiscal year ending June 30, 1917_ 272,181.18 

Amount that can be profitably expended in fiscal year ending 

June, 30, 1918, for maintenance of improvement_ 50, 000. 00 


CHANNEL TO PORT BOLIVAR, TEX. 

Location and description. —Port Bolivar is at the end of Bolivar 
Peninsula, on east coast of Texas, between Gulf of Mexico and Gal¬ 
veston Bay, and is about 4 miles north of city of Galveston. The 
channel connects Galveston Harbor with a turning basin 1,000 feet 
square at the wharves. 

Existing project. —Was adopted by river and harbor act approved 
June 25, 1910, and provided for the deepening of the channel from 
25 to 30 feet at mean low tide, and widening from 150 to 200 feet, 
with a turning basin 1,000 feet square and 30 feet deep in front of the 
wharves, at an estimated cost of $91,080. (See H. Doc. 328, 61st 
Cong., 2d sess.) The latest map is printed in Annual Report for 
1914, page 2285. The complete project contemplates a channel 200 
feet wide and 30 feet deep at mean low tide, with a turning basin 
1,000 feet square of the same depth, at an estimated cost of $91,080. 
Tidal variation about 1J feet. 

Condition at the end of fiscal year. —The channel had been dredged 
from deep water in Bolivar Roads to the wharves, a distance of 
4,240 feet, 30 feet deep at mean low tide and 200 feet wide, ending 
at a turning basin 1,000 feet square, completed in fiscal year 1912 
at a total cost of $246,447.72, of which $85,213.85 was for original 



















RIVER AND HARBOR APPROPRIATION BILL. 287 

work and $161,233.87 for maintenance. The ruling depth June 30, 
1916, is 24.5 feet. 

Effect of improvement. —Provided a deep-water port on Bolivar 
Peninsula, effecting considerable saving in distance of haul for lum¬ 
ber and logs from east Texas timber belt and an outlet for iron ore 
from northeast Texas. 

Proposed operations. —It is estimated that the amount that should 
be applied to work of maintenance to June 30, 1918, is about $84,600, 
thus requiring an additional appropriation of $30,000, and an esti¬ 
mate for this sum is submitted. 

Commercial statistics. —The chief articles of export are forest 
products and cotton, and wire goods and miscellaneous articles were 
imported. The hurricane of August 16-17, 1915, seriously damaged 
the railroad connection with the port, which accounts for the de¬ 
crease in tonnage and valuation. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

256,105 
267,640 
182,450 

$6,455,818 
10,752,535 
7,559, 765 

1914. 

1915. 



Amount expended on all projects from Mar. 2, 1907, to June 
30, 1916: 

New work_$133, 924. 60 

Maintenance_ 207, 334. 62 


Total _*_ 341, 259. 22 


Balance available for fiscal year ending June 30, 1917_ 54, 661. 70 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 30, 000. 00 


PORT ARANSAS, TEX. 

Location and description. —The locality improved under the title 
of Port Aransas is on the south coast of Texas, 188 miles southwest 
of Galveston and 125 miles north of the Rio Grande. 

Existing project. —This project, which was adopted by the river 
and harbor act of March 4, 1913, in accordance with report printed 
in House Document No. 1125, Sixty-second Congress, third session, 
provides for repairs to both jetties; extension of the south jetty 
2,250 feet and of north jetty 1,950 feet; extension of the stone dike 
on St. Joseph Island, connecting with the north jetty, 9,100 feet; 
dredging to a depth of 25 feet at mean low tide and a width of 600 
feet between the jetties, and to the same depth in the Harbor Island 
Basin, forming a roadstead 1,200 feet wide and 3,000 feet long be¬ 
tween Harbor and St. Joseph Islands, with an extension of the same 
depth 400 feet wide for about 5,420 feet leading from the north end 
of the roadstead, and the dredging of an approach channel 12 feet 
deep at mean low tide and 100 feet wide, with basin at end leading 
from Harbor Island Basin to the town of Port Aransas, all at an 
estimated cost of $2,325,000, and $25,000 annually for maintenance. 
The tidal variation is 1.1 feet. The latest map is printed in Annual 
Report for 1913, page 2273. 


















288 


RIVER AND HARBOR APPROPRIATION BILL. 


Condition at the end of fiscal year. —Two jetties have been built, 
the north jetty, 9,241 feet long, extending from south end of St. 
Joseph Island, and the south jetty, 6,400 feet long, extending from 
north end of Mustang Island. A stone dike connecting with the 
north jetty has been built 20,991 feet long on St. Joseph Island. The 
channel between the jetties has been improved to a depth of 23^ feet 
at mean low tide and 100 to 400 feet wide for a distance of about 
10,000 feet, connecting with Harbor Island Basin or roadstead. This 
roadstead has been dredged to a depth of 20 feet at mean low tide 
and a width of 1,200 feet for a distance of 3,000 feet, and an exten¬ 
sion from the north end along Harbor Island 150 to 400 feet wide.for 
a distance of 2,000 feet. An area 600 feet wide and 1,650 feet long 
near the lower end of the Harbor Basin and adjacent to the docks has 
been deepened to 25 feet at mean low tide. Also an approach channel 
12 feet deep at mean low tide and 100 feet wide, with 200-foot basin, 
has been dredged from the Harbor Basin to town of Port Aransas, 
on Mustang Island. About 40 per cent of the existing project has 
been completed. The ruling depth of channel between the jetties 
was 23.2 feet on June 30, 1916, with a navigable width at narrowest 
point of about 100 feet. The deep-water harbor had an average depth 
of 25 feet over that portion which had been previously deepened to 
25 feet, and 18 feet in the section dredged to 20 feet, all depths re¬ 
ferred to mean low tide. The total amount expended under existing 
project was $2,524,018.89, of which $2,051,539.74 was for new work 
and $472,479.15 was for maintenance. 

Local cooperation. —At a cost of about $10,000 the citizens of 
Corpus Christi and Rockport built a short section of cribwork from 
St. Joseph Island in 1868, which was soon destroyed. The Aransas 
Pass Harbor Co. expended the sum of $401,554.18 on reaction jetty 
and other improvements for the harbor under authority of river 
and harbor act of May 12, 1890, and relinquished their rights on 
May 27, 1899. A small channel 8 feet deep and 100 feet wide was 
dredged in 1874 between Aransas Bay and Corpus Christi Bay. The 
conditions imposed by river and harbor act of February 27, 1911, 
providing that all easements and titles for any land needed in the 
construction of the dike, and that the interests of the general public 
will be duly protected and no monopoly of the terminals shall be 
possible, have been complied with, as have also the provisions of the 
river and harbor act of March 4, 1913, requiring the town of Port 
Aransas to construct a suitable bulkhead to retain the spoil excavated 
from the approach channel. The Aransas Pass Channel & Dock Co. 
have dredged a channel from the docks on Harbor Island to the 
town of Aransas Pass, a distance of 6 miles; this channel is 8^ feet 
deep and 75 feet wide, and was dredged at a cost of about $100,000. 

Effect of the improvement. —This port has been placed on a parity 
with Galveston as regards freight rates, and now has regular sailings 
of two or three vessels per month. 

Proposed operations. —With the balance of $141,819.11 available on 
July 1, 1916, it is proposed to carry on the work of repairing the 
north and south jetties and building of wharf under existing con¬ 
tracts, $105,269.29, and to improve and maintain the channel between 
the jetties by the operation of one or more Government dredges for 
about six months, $36,549.82, which will exhaust the available funds 
about December 31, 1916. 


RIVER AND HARBOR APPROPRIATION BILL. 


289 


With the funds appropriated by the act of July 27, 1916, it is 
proposed to continue work of improvement and maintenance of chan¬ 
nel between jetties by use of Government dredges, $70,000, and to do 
such redredging of deep-water harbor, $25,000, and of channel to 
town of Port Aransas, $5,000, as may be necessary, with Government 
plant or by contract. 

With the funds estimated in this report it is proposed to do the 
following work: 


Maintaining channel between jetties with Government dredges_$70, 000 

Maintaining deep-water harbor in front of docks with hydraulic pipe¬ 
line dredge- 25, 000 

Maintaining channel to Port Aransas with hydralic pipe-line dredge_ 5,000 


Total- 100,000 


Commercial statistics. —Cotton, forest products, and fuel oil are 
the principal items of commerce. In addition to that shown most 
of the commerce shown under u Channel from Aransas Pass to Cor¬ 
pus Christi ” moved over this waterway. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

211,330 
192,701 
120,389 

$5,201,032 
2,061,253 
3,053,072 

1914.. 

1915. 



Amount expended on all projects from Mar. 3, 1879, to June 30, 

1916: 

New work_$3,143, 720. 49 

Maintenance_ 472, 479.15 


Total_ 3, 616,199. 64 


Balance available for fiscal year ending June 30, 1917_ 241, 819.11 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 100, 000. 00 


HARBOR AT SABINE PASS AND PORT ARTHUR CANAL, TEX. 

Location and description .—The harbor at Sabine Pass is on the 
Gulf of Mexico between Texas and Louisiana. It is approximately 
80 miles from Galveston and 435 miles from New Orleans. The Port 
Arthur Canal extends from near the upper end of Sabine Pass to the 
Port Arthur docks at the mouth of Taylors Bayou, a distance of 7 
miles. Near its upper end the Sabine-Neches Canal joins it. Sabine 
Pass is the natural outlet from Sabine Lake to the Gulf of Mexico 
and is about 7 miles long, the width varying from 1,700 to about 
5,000 feet. The entrance is protected by two jetties extending into 
the Gulf about 4 miles. 

Existing project .—The river and harbor act approved July 25, 
1912, authorized changes in the project as follows: (a) The repair 
and building up of the jetties as far as the mattress foundation is 
laid, so as to provide a reasonably permanent channel of 25 feet 

H. Kept. 1289, 64-2--19 






















290 


RIVER AND HARBOR APPROPRIATION BILL. 


navigable depth; (b) dredging Port Arthur Canal 26 feet deep and 
150 feet wide and dredging a new turning basin 26 feet deep, 600 
feet wide, and 1,700 feet long; all at an estimated cost of $2,000,000, 
with $290,000 for maintenance the first year, including $100,000 for 
a new dredge, and $190,000 annually for maintenance thereafter. 
(H. Doc. No. 773, 61st Cong., 2d sess.) The present complete plan 
of improvement therefor provides for: (a) Obtaining and maintain¬ 
ing a channel of 25 feet navigable depth at mean low Gulf level and 
suitable width throughout Sabine Pass and entrance by dredging 
and by the construction and maintenance of two rubble mound jet¬ 
ties, of which the eastern one is to be approximately 26,300 feet long 
and the western one approximately 22,000 feet long; (b) dredging 
and maintaining the Port Arthur Canal 26 feet deep and 150 feet 
wide and two turning basins, each 26 feet deep, one 600 feet wide and 
1,700 feet long and the other 420 feet wide and 1,800 feet long. The 
mean tidal variation at the entrance is about 1^ feet and at Port 
Arthur about 1 foot. The effect of the wind is often greater than 
that of the tide. For map, see Annual Report, 1915, page 2672. 

Condition at the end of fiscal year. —Channels of 12 to 15 feet at 
mean low Gulf level had been dredged across the bar prior to 1882, 
but could not be maintained. Under the combined jetty and dredg¬ 
ing projects, two jetties have been constructed across the bar and 
completed to full height 4 feet above mean low Gulf level, practi¬ 
cally as follows: East jetty, 22,250 feet; west jetty, 15,800 feet; the 
remaining portions being completed to different heights. The work 
of raising and repairing the jetties is approximately 45 per cent 
completed. Dredging was carried on intermittently by. contract from 
1893 to 1903, and, since its completion in 1901, has been carried on 
almost continuously by the U. S. dredge Sabine in the jetty channel 
and at the mouth of the Port Arthur Ship Canal. The yardage re¬ 
moved by the latter is 6,112,004. The U. S. dredge Orange has also 
removed 335,238 cubic yards from the jetty channel. The full proj¬ 
ect depth of 25 feet at mean low Gulf level has been secured and 
maintained, both in the Pass and jetty channel. The portion of the 
project covering the Port Arthur Canal and the new turning basin 
was completed in the fiscal year 1915 for $171,490.75 less than the 
estimate. The total expenditure under the existing project up to 
the end of the fiscal year was $1,253,720.84, of which $810,741.52 
was for new work and $442,979.32 for maintenance. The work 
remaining to be done is building up the unfinished outer portions of 
the jetties, minor repairs to the completed portion of the east jetty, 
and continuing the maintenance dredging. The controlling depth at 
the end of the fiscal year was 27.5 feet at mean low Gulf level in 
Sabine Pass and the jetty channel and 27 feet in the Port Arthur 
Canal. 

Local cooperation. —In 1902, $8,800 worth of dredging in the 
jetty channel by the U. S. dredge Sabine was paid for by the Kansas 
City Southern Railway Co. The Port Arthur Canal, with turning 
and lumber basin, were originally constructed by private interests 
at a cost placed at $661,138, and transferred to the United States 
without cost, being accepted by the Secretary of War December 13, 
1906. The following table gives a summary of the condition of the 
canal at the time of its acceptance by the United States: 


RIVER AND HARBOR APPROPRIATION BILL. 


291 



Length. 

Average 

top 

width. 

Width 

between 

20 -foot 

contours. 

Maxi¬ 

mum 

depth. 

Mini¬ 

mum 

depth. 

Canal. 

Feet. 

37,600 
1,800 
1,200 

Feet. 

230 

625 

160 

Feet. 

80 

530 

100 

Feet. 

■ 25.1 

27.1 

26.2 

Feet. 

22.0 

23.7 

23.1 

Turning basin. 

Lumber basin. 



Under the proviso of the present project requiring the right of 
way for the new turning basin to be furnished without cost to the 
United States, deeds and abstracts of title covering this right of way 
have been furnished by the local interests. 

Effect of improvements. —The improvements at this harbor have 
enabled deep-draft ocean-going vessels to enter and have resulted in 
the development of a very large commerce. The reduction in freight 
rates can not be accurately determined. 

Proposed operations. —It is proposed to expend the funds now 
available as follows: 

New work: 

(a) For building up tbe east jetty to full height to about 

station 245 (24,500 feet from the shore end)_$260,307.92' 

It is expected that contract will be let about Novem¬ 
ber, 1916, and the work completed about Aug. 1, 1917. 

Maintenance: 

(b) Construction of new dredge to replace the 

U. S. dredge Sabine _$225, 000. 00 

It is expected that contract will be en¬ 
tered into for this dredge during the pres¬ 
ent year and that the amount of the con¬ 
tract will practically cover the available 
funds. 

(c) Operating the U. S. dredge Sabine 1 year, 

Aug. 15, 1916, to Aug. 15, 1917_ 40, 590. 80 

( d ) Operating the U. S. dredge Orange 10 to 11 

months during the period July 1, 1916, to 

Oct. 1, 1917- 68,620.38 

( e ) Repairing completed portion of east jetty_ 25. 000. 00 

--- 359, 211.18 

This will be done as a part of the con¬ 
tract for building up the jetty and the work 
will be completed by Aug. 1, 1917. 


Total for improvement and maintenance_ 619, 519.10 

It is proposed to expend the funds for which estimates are now 
submitted in continuing and maintaining the work according to the 
approved project, the amounts to be expended substantially as fol¬ 
lows: 

New work: 

(a) Tor building up the east jetty to full height to about 

station 259 (25,900 feet from the shore end)_ $300, 000. 00 

Maintenance: 

( b ) For operating U. S. dredge Sabine 10£ months, 

Aug. 15, 1917, to June 30, 1918_$35, 000. 00 

(c) For operating U. S. dredge Orange about 5 

months during the period Oct. 1, 1917, to 
June 30, 1918_ 30,000.00 

( d ) For repairs to completed portions of jetties_ 25,000.00 

- 90, 000. 00 


Total for improvement and maintenance. 


390, 000. 00 
































292 


REVER AND HARBOR APPROPRIATION BILL. 


The operation of the dredges Sabine and Orange for the periods 
indicated is necessary to fully maintain project dimensions. The 
Port Arthur Ship Canal was maintained during the fiscal years 1914 
and 1915 from the permanent indefinite appropriation for operating 
and care of canals and other works of navigation, and including the 
amounts so expended the estimate for maintenance dredging now 
submitted is not greater than the average amount expended for that 
purpose during the preceding three years. 

Commercial statistics. —In general this commerce consists of crude 
petroleum and its refined products, lumber and its products, sulphur, 
cotton and cottonseed meal, shell, and a small amount of general 
merchandise. 


Comparative statement. 


Calendar year. 

Sabine Pass. 

Port Arthur Canal. 

Short tons. 

Value. 

Short tons. 

Value. 

1913. . 

4,758,408 
5,569,454 
6,001,885 

$86,437,688 
81,195,898 
100,524,639 

3,171,758 
4,090,928 
4,533,864 

$62,134,1.54 
60,814,058 
77, 765, 725 

1914. 

1915. 



The increased tonnage and value in 1915 were due mainly to largely 
increased shipments of oils. 

Amount expended on all projects from Mar. 3, 1875, to June 30, 


1916: 

New work_$4, 650,155. 70 

Maintenance_ • _ 1,151, 413. 33 


Total_ 5, 801, 569. 03 


Balance available for fiscal year ending June 30, 1917_ 619, 519,10 

Amount (estimated) required to be appropriated for completion 

of existing project_ 768, 800. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918: 

For works of improvement_ 300, 000. 00 

For maintenance of improvement_ T _,_ 90,000. 00 


Total_ 390, 000. 00 


HOUSTON SHIP CHANNEL, TEX. 

Location and description. —The channel improved under this title 
connects Galveston Harbor, at a point opposite Port Bolivar, with 
the city of Houston, Tex., extending 50 miles in a northwesterly 
direction across Galveston Bay through the San Jacinto River and 
Buffalo Bayou to a turning basin 600 feet in diameter, at the head 
of Long Reach, with a light-draft channel T miles long from the 
turning basin to Main Street, Houston. 

Existing project. —This project was adopted by the river and har¬ 
bor act approved March 3, 1899 (as amended by an act approved 
Feb. 20, 1900), and provided for securing a channel 25 feet deep at 
mean low tide, 150 feet wide in bay, and 100 feet wide thence to 































RIVER AND HARBOR APPROPRIATION BILL. 


293 


Houston, with two turning- basins at the upper end, at an estimated 
cost of $1,000,000 and $100,000 annually for maintenance. (See 
H. Doc. No. 99, 55th Cong., 2d sess., which contains the latest map 
published.) 

Was modified by river and harbor act approved March 3, 1905, so 
as to terminate the 25-foot channel with a turning basin 600 feet wide 
at or near the head of Long Reach, 4 miles by land and 7 miles by 
water below Houston, and construction of a dike 26,000 feet long to 
protect channel in upper bay, together with excavation of cut-offs at 
sharp bends in the bayou sections, at an estimated cost of $3,550,000 
in addition to the $1,300,000 previously appropriated. (See R. and 
H. Com. Doc. No. 35, 61st Cong., 2d sess.) 

The river and harbor act approved March 2, 1907, appropriated 
$50,000 for the restoration of channel between Main Street, Houston, 
and head of Long Reach to depth of 8 feet and width of 40 feet. 

The river and harbor act approved June 25, 1910, authorized an 
expenditure of $2,500,000, provided that one-half of this amount, or 
one-half the cost of the work, should be furnished by local interests, 
and the river and harbor act approved March 4, 1913, authorized the 
purchase or construction of two suitable dredging plants for main¬ 
tenance of the improvement at a cost of $400,000, one-half of the 
amount to be furnished by local interests. 

The existing project, therefore, contemplates a channel 25 feet 
deep at mean low tide, 150 feet wide across Galveston Bay, and 100 
feet wide from Morgan Point to head of Long Reach, where it termi¬ 
nates in a turning basin 600 feet in diameter, with an extension of 
channel 8 feet deep and 40 feet wide, thence to foot of Main Street 
in Houston, Tex.; the project also includes the construction of a dike 
26,000 feet long to protect the channel in the upper bay. Tidal varia¬ 
tion: Lower Galveston Bay, 1.3 feet; upper bay, 0.5 foot; and San 
Jacinto River and Buffalo Bayou, less than 0.5 foot. Freshets some¬ 
times cause rises of over 12 feet in Buffalo Bayou. 

Condition at the end of fiscal year .—The project has been com¬ 
pleted, except that only 11,400 feet of the authorized 26,000 feet of 
the experimental dike has been constructed in upper bay. A channel 
25 feet deep at mean low tide has been dredged from deep water in 
Bolivar Roads to head of Long Reach, ending in a turning basin over 
600 feet in diameter, the channel over 150 feet wide in bay and 100 
feet wide in bayou sections. Two pipe-line dredges had been built 
and are in use maintaining the channel. A section of creosoted 
sheet-pile dike 11,400 feet long had been constructed in the upper bay 
section. The ruling depth on June 12, 1916, in Galveston Bay was 
24J feet, and thence to Clinton, a distance of 21 miles, 25 feet, 
shoaling to 22 feet at lower end of Long Reach and over 25 feet 
thence to turning basin. The sum of $5,377,450.89 has been expended 
under existing project, of which $4,332,646.65 was for original work 
and $1,044,804.24 for maintenance. 

Local cooperation .—In 1870-1876 a canal was .constructed through 
Morgan Point and extending a distance of 5 miles into upper Gal¬ 
veston Bay about 14 feet deep and 150 feet wide, which was pur¬ 
chased from the Buffalo Bayou Ship Channel Co. in 1892 by the 
United States at a cost of $92,316.85. In compliance with the provi¬ 
sions of river and harbor act approved June 25, 1910, the citizens of 
Harris County, Tex., contributed the sum of $1,206,297.83, being one- 


294 


RIVER AND HARBOR APPROPRIATION BILL. 


half the cost of constructing the Houston Ship Channel to depth of 
25 feet, and in accordance with the provisions of river and harbor act 
approved March 4, 1913, they contributed the sum of $200,000 as one- 
half the cost of building two pipe-line dredges for maintenance of 
the channel. The city of Houston also redredged the upper section 
of bayou between turning basin and foot of Main Street, Houston, 
to depth of 8 feet and width of 40 feet in 1913-14 at a cost of about 
$45,000 and contributed the sum of $1,625.78 as one-half the cost of 
removing with Government plant the snags, logs, etc., from this 
section. With the proceeds of a $3,000,000 bond issue the city of 
Houston has constructed a municipal dock 625 feet long, with ware¬ 
house 100 by 416 feet, a cotton dock about 850 feet long, and 5.75 
acres of cotton-storage sheds, and has excavated a total of 1,574,930 
cubic yards of earth in enlarging turning basin and providing berths 
for vessels alongside of 1,500 feet of docks now under construction, 
expending the sum of $789,681 to end of fiscal year. 

Effect of the improvement .—Water rates are now applied to Hous¬ 
ton, the port being on a parity with Galveston and Texas City, and 
50 miles farther inland. A regular line of steamers between Houston 
and New York with 10-day sailings has been established, with irregu¬ 
lar tramp sailings. Several industrial plants, such as cotton com¬ 
presses and warehouses, fertilizer plants, cement factory, oil-mixing 
plant, and boat yards, have been constructed along the channel. 

Proposed operations .—With the balance of $29,195.18 available on 
July 1, 1916, together with the $250,000 appropriated by the river 
and harbor act approved July 27, 1916, it is proposed to maintain 
the channel to project depth of 25 feet by operating two hydraulic 
pipe-line dredges at rate of $10,000 per month each for the entire 
year, and to operate one snag boat for about three months at rate of 
$1,500 per month. It is expected that the available funds will be 
exhausted about August 31, 1917. 

With the funds to be furnished under the estimate submitted in 
the report it is proposed to operate two hydraulic pipe-line dredges 
for the entire vear in maintaining the channel at an estimated cost 
of $250,000. 

Commercial statistics .—The chief articles of export were cotton, 
oil, and rice, and ammunition, groceries, iron and steel products, for¬ 
est products, phosphate rock, and general merchandise were the chief 
items of import. The 1915 increase is accounted for by better cotton 
values and for the reason that it was the first full business year for 
the channel since completion. The first unit of the municipal 
wharves was completed in August, 1915, and a regular line of steam¬ 
ships established between Houston and New York the latter part of 
August, 1915, effecting a saving in freight rates of 6 to 17 cents per 
hundred pounds over the combined rail and water rates through the 
port of Galveston, according to figures furnished by the Houston 
Chamber of Commerce. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

1,850,452 
1,070,700 
1,656,347 

$38,738,464 
24,382, 700 
31,406,916 

1914. 

1915. 













RIVER AND HARBOR APPROPRIATION BILL. 


295 


United States funds. 

Amount expended on all projects from .Tune 10. 1872, to June 30, 


1916: 

New work-$4,136,814.62 

Maintenance- 844, 804. 24 


Total- 4, 981, 618. 86 

Balance available for fiscal year ending June 30, 1917_ 279,195.18 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 250, 000. 00 


WEST GALVESTON BAY CHANNEL; TURTLE BAYOU; TRINITY RIVER, ANA- 
LIUAC CHANNEL; OYSTER CREEK; CEDAR, CHOCOLATE, AND BASTROP 
BAYOUS, TEX., INCLUDING MOUTHS OF ADJACENT STREAMS. 

The above title embraces all work of improvement on the small 
streams emptying into Galveston Bay and connecting waters lying 
between east end of East Galveston Bay and the Brazos River, af¬ 
fording them light-draft navigation and connection with the inland 
waterway. 


(a) CHANNEL ACROSS HANNA REEF-EAST BAY BAYOU. 

Proposed operations. —It is proposed to use the balance of $475.85 
available on July 1, 1916, and such amount of unallotted funds as 
may be required to maintain a navigable channel through the reef 
by operating one United States snag boat or hydraulic pipe-line 
dredge for about six days at a cost of $1,000. As redredging may not 
be required for several months, it is not known when the funds will 
be exhausted. 

(B) DOUBLE BAYOU. 

Location and description. —This bayou enters upper Galveston Bay 
on the east side about 30 miles north of Galveston and about 8J miles 
south of Anahuac. The bayou is divided into east and west branches 
about one-half mile from the mouth, the east branch being navigable 
for 12 miles and west branch for 8 miles above the mouth. 

Existing project. —The river and harbor act approved March 3, 
1899, contained an item providing for the improvement of “ Brazos 
River, between Velasco and Richmond, West Galveston Bay Channel, 
Double Bayou, and mouths of adjacent streams.” Since at this time 
there was before Congress a report printed in House Document No. 
387, Fifty-fifth Congress, second session, containing an estimate of 
$20,000 for a channel 6 feet deep and 100 feet wide through the bar 
at the mouth of Double Bayou, the dimensions mentioned are as¬ 
sumed as those of the adopted project. The latest map is published 
in House Document No. 387, Fifty-fifth Congress, second session. 
Tidal variation, about 1 foot. 

Condition at end of fiscal year. —The project is about 85 per cent 
completed, a channel 5 to 7 feet deep at mean low tide and 60 to 85 
feet wide having been dredged. Ruling depth on June 30, 1916, was 
3.2 feet, the hurricane of August 16-17, 1915, having caused consid¬ 
erable shoaling. Total expenditures to June 30, 1916, $6,953.20 for 
original work and $22,196.85 for maintenance, a total of $29,150.05. 








296 


RIVER AND HARBOR APPROPRIATION BILL. 


Local cooperation. —There being no funds available for mainte¬ 
nance of this channel, private parties contributed the sum of $2,- 
711.40 to pay the operating cost of redredging this channel in 1905-6. 

Effect of the improvement. —Has been to afford an outlet for farm 
products and means of securing needed supplies to quite a large 
farming community, the nearest railway being about 30 miles distant. 

Proposed operations. —It is proposed to use the balance of $127.88 
available on July 1, 1916, together with such amount of the un¬ 
allotted funds as may be required to remove shoals in channel by 
operating one hydraulic pipe-line dredge for a period of seven weeks 
at a cost of about $9,000, which will probably exhaust the available 
funds by June 30, 1917. 

With the funds to be furnished under the estimate submitted in 
the report it is proposed to redredge the entire channel for its full 
length and project depth, if necessary, by operating one hydraulic 
pipe-line dredge for one month at cost of about $5,000. This esti¬ 
mate for 1918 is larger than the average expenditure for the last 
three years, as it has been found that previous expenditures have not 
been sufficient to properly maintain the channel, storms considerably 
affecting this locality. 

Commercial statistics. —The increased valuation is due to a greater 
production of rice and produce and greater importation of groceries, 
the chief articles handled through this waterway. 

Comparatire sta tem en t. 


Calendar year. 

Short tons. 

Value. 

1913. 

7,835 

5,574 

5,853 

$195,462 
279,523 
316,792 

1914. 

1915. 



Amount expended on all projects from Mar. 3, 1899, to June 30, 1916: 

New work_$6, 953. 20 

Maintenance_ 22,196. 85 


Total_ 29,150. 05 

July 1, 1916, balance unexpended_ 127. 88 

Amount that can be profitably expended in fiscal year ending June 30, 

1918, for maintenance of improvement_ 5, 000. 00 

(C) ANAHUAC CHANNEL. 

Location and description. —The town of Anahuac is on north¬ 
east side of upper Galveston or Trinity Bay, opposite mouth of the 
Trinity River, 38 miles north of Galveston and 25 miles northeast 
of Seabrook. The channel is about 3 miles long and extends from 
6 feet depth at mean low tide in the bay to the wharf and slip at 
Anahuac, connecting with channel to Trinity River through Browns 
Pass. 

Existing project. —The river and harbor act approved March 3, 
1905, contained an item for “ Improving West Galveston Bay Chan¬ 
nel, Double Bayou, and mouths of adjacent streams, including 
Trinity River, Anahuac Channel, and Cedar Bayou,” but at the time 
of the appropriation no recommendation of definite channel dimen- 
















RIVER AND HARBOR APPROPRIATION BILL. 


297 


sions had been made to Congress. A channel 6 feet deep at mean 
low tide and 80 feet wide was dredged from Galveston Bay to the 
wharves at Anahuac, a distance of 16,000 feet. The latest map is 
published in House Document No. 440, Fifty-sixth Congress, first 
session. Tidal variation about one-half foot. 

Condition at the end of fiscal year. —The project was completed 
in 1911. The ruling depth on June 80,1916, was 4.3 feet at mean low 
tide. A total of $27,035.81 has been expended, of which $5,975.10 
was for new work and $21,060.71 was for maintenance. 

Local cooperation. —A slip at Anahuac Wharf was dredged with 
United States plant, the cost of operation being paid by local in¬ 
terests. In 1912, there being no Government plant available, the 
dipper dredge Thos. II. Ball was borrowed from the city of Houston 
and the channel redredged, the United States paying only the cost 
of operation. 

Effect, of the improvement. —There is no railroad communication 
with this locality, and all produce and supplies pass through this 
channel, which is also used by the United States mail boats. The 
channel now connects with channel to mouth of Trinity River and 
is used as a link of that waterway. 

Proposed operations. —The balance of $4.54 available on July 1, 

1916, together with such amount of the unallotted funds as may be 
required, will be used in maintaining channel and removing snags 
with Government pipe-line dredge, $2,200, and snag boat, $300. It is 
expected that the available funds will be exhausted about June 30, 

1917. 

It is proposed to use the funds to be furnished under the estimate 
submitted in the report in maintenance of channel by dredging and 
snagging with Government plant at a cost of about $3,100. 

Commercial statistics. —Rice, lumber, and general merchandise are 
the principal items moved through this channel. The channel is 
used by the United States mail boats, and, as there is no railroad 
communication with the adjacent country, all produce and supplies 
pass through this channel. The statistics for 1915 shown in state¬ 
ment below is the combined tonnage and valuation of “ Mouth of 
Trinity River ” and “ Turtle Bayou.” 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913.. 

1,099 
10,327 
21,128 

$24,606 

217,878 

510,082 

1914. 

1915. 



Amount expended on all projects from Mar. 3, 1905, to June 30, 1916: 

New work_$5, 975.10 

Maintenance_ 21, 060. 71 


Total_ 27, 035. 81 


July 1, 1916, balance available_ 4. 54 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_i_3,100. 00 


















298 


RIVER AND HARBOR APPROPRIATION BILL. 


(d) mouth of trinity river. 

Proposed operations. —There being no available balance on July 1, 

1916, it is proposed to use about $3,500 of the funds appropriated by 
the act of July *27, 1916, in maintenance of channel bv dredging and 
snagging with United States hydraulic pipe-line dredge or snag 
boat at such time as plant is available for the work. It is expected 
that the available funds will be exhausted about June 30, 1917. 

It is thought that no dredging will be required during fiscal year 
1918, and therefore no estimate for funds is submitted. 

(e) turtle bayou. 

Location and description. —Turtle Bayou is about 17| miles long 
and flows south into Turtle Bay, a small bay at north end of upper 
Galveston Bay, 3^ miles from Anahuac and 41-J miles from Galves¬ 
ton, Tex. The improved section is at the mouth. 

Existing project. —The river and harbor act approved June 25, 
1910, contained an item providing for the improvement of “ West 
Galveston Bay Channel, Turtle Bayou, * * * including mouths 

of adjacent streams.” Since at this time there was before Congress 
a report, printed in House Document No. 440, Fifty-sixth Congress, 
first session, containing an estimate of $10,000 for a channel 4 feet 
deep and 50 feet wide from the mouth of Turtle Bayou across Turtle 
Bay to the foot of Browns Pass, the dimensions mentioned are as¬ 
sumed as those of the adopted project. The latest map is published 
in House Document No. 440, Fifty-sixth Congress, first session. 
Tidal variation, about one-half foot. 

Condition at the end of fiscal year. —A channel 5 feet deep at mean 
low tide and 50 feet wide 3J miles long Avas completed in 1911. The 
ruling depth on June 30, 1916, was 5.7 feet. The sum of $8,899.97 
was expended for original work and $11,052.99 for maintenance, a 
total of $19,952.96. 

Local cooperation. —A dam with tidal lock was built across the 
lower end of Turtle Bay to retain the fresh Avater in bay and bayou 
for irrigation purposes. This was built in 1911-12 by the Lone Star 
Canal Co. under authority of the Secretary of War dated June 25, 
1910, but Avas destroyed by the hurricane of August 16-17, 1915. 

Effect of improvement. —Opened line of communication to section 
not served by railway and Avhich has been developed in rice culture. 

Proposed operations.— 1 This channel was recently redredged, and 
it is possible that w r ork Avill not be required during the fiscal year 

1917. The balance of $147.04 available on July 1, 1916, aauII be used 
for surveys, contingencies, etc., and $800 of the funds appropriated 
by the act of July 27, 1916, for snagging or dredging if required, 
Avhich will probably exhaust the funds by June 30, 1917. 

With the funds to be furnished under the estimate submitted it is 
proposed to maintain the channel during the fiscal year 1918 by op¬ 
erating one hydraulic pipe-line dredge for about three weeks at a 
cost of $4,000. This estimate is larger than the average expenditure 
for the last three years as the intended omission of dredging in 1917 
will probably increase the work to be done in 1918. 

Commercial statistics. —The principal items carried on this stream 
are lumber, rice, and general merchandise. 


RIVER AND HARBOR APPROPRIATION BILL. 


299 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

6,088 

11,340 

15,791 

§113,840 
238,522 
338,819 


1915. . 

—- ---- 


Financial summary. 

Amount expended on all projects from June 25, 1910 to June 30, 1916: 

New work-$8,899.97 

Maintenance__ 11, 052. 99 

Total-19, 952. 96 

July 1, 1916, balance unexpended_ 147.04 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 4, 000. 00 

(f) cedar bayou. 

Location and description. —This bayou is about 17 miles long, flow¬ 
ing south and emptying into northwest corner of upper Galveston 
Bay, about miles below mouth of San Jacinto River, and is about 
28J miles north of Galveston, Tex. The improved section is about 2 
miles long, extending from mouth of bayou to 5 feet depth at mean 
low tide in Galveston Bay. 

Existing projects. —The river and harbor act approved March 3, 
1905, added this improvement to others covered by the item for 
“ Improving West Galveston Bay Channel, Double Bayou, and 
mouths of adjacent streams.” In the absence of specific adoption of 
a definite project, the dimensions of the previous project, which pro¬ 
vided for a channel 5 feet deep at mean low tide and 100 feet wide 
through the bar at the mouth of the bayou, have been assumed as 
those of the existing project; the project also includes the jetties at 
the mouth of the bayou provided for under the previous project. 
No maps have been published for this project. Tidal variation, 
about one-half foot. 

Condition at the end of fiscal year. —The project was completed in 
1905. A channel 5 to 8 feet deep at mean low tide about 100 feet wide 
had been dredged from the mouth of bayou to 5 feet depth in Gal¬ 
veston Bay and across Cloppers Bar to mouth of San Jacinto River. 
Two brush and stone jetties, the north jetty 1,413 feet long and south 
jetty 2,888 feet long, had been built from shore along each side of the 
channel, extending about 2| feet above mean low tide. The sum of 
$39,087.15 was expended for original work and $19,786.78 for main¬ 
tenance, a total of $58,873.93. The ruling depth on June 30, 1916, 
was 4.5 feet at mean low tide, the hurricane of August 16-17, 1915, 
having caused considerable shoaling. 

Effect of improvement. —Provides means of communication with 
well-settled farming section without railway connection nearer than 
12 miles. Boat-building yard and marine ways for repair of barges, 
tugs, etc., established at town of Cedar Bayou. 

Proposed operations. —There is no balance available for this 
project on July 1, 1916, and it is proposed to apply about $300 of the 




















300 


RIVER AND HARBOR APPROPRIATION BILL. 


unallotted balance and $3,700 of funds appropriated by the act of 
July 27,1916, in redredging channel when necessary, and the plant is 
available by operating one United States hydraulic pipe-line dredge 
for three weeks, which will probably exhaust available funds by De¬ 
cember 31, 1916. 

With the funds to be furnished under the estimate submitted in 
the report, it is proposed to maintain the channel by operating one 
United States hydraulic pipe-line dredge for about one month at cost 
of $5,000. The rate of shoaling is not uniform, depending on freshets 
and storms, and the amount of redredging varies each year. 

Commercial statistics. —Rice, cotton, lumber, groceries, and general 
produce are the principal items carried on this waterway. The 1914 
statistics were unobtainable. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

36,930 

$1,075,095 

1914. .. 


1915. 

96,310 

1,339,400 



Amount expended on all projects from Sept. 19, 1890, to June 30, 

1916: 

New work_$39, 087.15 

Maintenance_ 19, 786. 78 


Total_ 58, 873. 93 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 5, 000. 00 


(G) CLEAR CREEK. 

Location and description. —Clear Creek has its source about 13 
miles south of Houston, Tex., and flows southeast for a distance of 
25 miles, emptying into the west side of upper Galveston Bay at a 
point 24 miles northwest of Galveston, Tex. The section under im¬ 
provement extends from the mouth to Friendswood, a distance of 20 
miles. 

Existing project. —This locality has been improved as an adjacent 
stream under the item of the river and harbor act approved June 13, 
1902, which made appropriation for “ Improvement of the Brazos 
River, between Velasco and Richmond, Tex., and mouths of adjacent 
streams.” There being before Congress at the time of the appropria¬ 
tion a recommendation (printed in H. Doc. No. 449, 56th Cong., 1st 
sess.) for a channel 4 feet deep and 50 feet wide across the bar at 
the mouth and through Clear Lake to deep water in Clear Creek, 
at an estimated cost of $10,000, the dimensions mentioned are as¬ 
sumed as those of the existing project. The latest map is published 
in House Document No. 449, Fifty-sixth Congress, first session. 
Tidal variation, one-half foot. 

Condition at the end of fiscal year. —The project was completed in 
1908. A channel with least depth of 6^ feet at mean low tide and 
70 feet wide extends from Galveston Bay to deep water in lower sec¬ 
tion of the creek, and a channel 6 feet deep and 60 feet wide extends 
across Clear Lake to deep water in upper section of the creek. Snags, 

















RIVER AND HARBOR APPROPRIATION BILL. 


301 


overhanging trees, etc., have been removed from the creek as far as 
Friendswood, 20 miles above the mouth. Euling depth on June 30, 
1916, 5 feet in entrance channel and 3 feet across lake at mean low 
tide. The hurricane of August 16-17, 1915, caused considerable 
shoaling in this channel. A total of $36,480.16 has been expended, of 
which $14,290.95 was for new work and $22,189.21 for maintenance. 

Local cooperation. —Prior to 1899 private parties reported having 
dredged the channel across bar at mouth of creek at cost of about 
$2,500, and in 1907-8 a channel 6 feet deep at mean low tide and 
about 80 feet wide, extending from 6-foot depth in Galveston Bay to 
the mouth of creek, a distance of about 4,700 feet, was reported com¬ 
pleted at cost of about $2,500, the work being done by private parties. 

Effect of improvement has been to afford navigable waterway 
connection for towns of Seabrook, Webster, League City, and Friends¬ 
wood with Houston and Galveston, and especially a means of dis¬ 
tributing shell at these places for the county highways and for rail¬ 
way ballast. 

Proposed operations. —As there is no balance available for this 
project on July 1, 1916, it is proposed to use about $6,000 of the 
funds appropriated by the act of July 27, 1916, in operating one 
hydraulic pipe-line dredge for about five weeks. 

With the funds to be furnished under the estimate submitted in 
the report it is proposed to redredge the full length of channel and 
restore to project depth by operating one United States hydraulic 
pipe-line dredge for six weeks at a cost of $7,500. 

Commercial statistics. —Mud shell and general merchandise are the 
principal items moved over this waterway. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1914. . . 

23,997 

8,570 

O 00 

05 05 

CO 

OO 0 

1915. 



Amount expended on all projects from June 13, 1902, to June 30. 

1916: 

New work_$14, 290. 95 

Maintenance_ 22,189. 21 

Total___ 36,480.16 


Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 7,500.00 

(H) DICKINSON BAYOU. 

Proposed operations. —There was no balance available for this 
project on July 1, 1916. It is proposed to use about $8,500 of the 
funds appropriated by the river and harbor act approved July 27, 
1916, in redredging channel with one United States hydraulic pipe¬ 
line dredge working for about six weeks, the channel having shoaled 
considerably. 

As it will probably not be necessary to do any dredging in fiscal 
year 1918, no estimate for funds is submitted. 















302 


RIVER AND HARBOR APPROPRIATION BILL. 


(I) CHOCOLATE BAYOU. 

Location and description. —This bayou has its source about 25 
miles southwest of Houston and flows southeast a distance of about 
50 miles, emptying into Chocolate Bay, an arm of West Galveston 
Bay, about 12 miles north of San Luis Pass and 28 miles west of 
Galveston. The section under improvement extends from lower end 
of Chocolate Bay to the town of Liverpool, a distance of about 27 
miles. 

Existing project. —The river and harbor act approved March 2, 
1907, added this improvement to others covered by the item for 
“Improving West Galveston Bay Channel, Tex., and mouths of 
adjacent streams.” There being before Congress at the time of 
appropriation a recommendation (printed in H. Doc. No. 445, 56th 
Cong., 1st sess.) for a channel 4 feet deep at mean low time and 
100 feet wide from West Galveston Bay across Chocolate Bay to 
4 feet of water in the bayou, and for the removal of overhanging 
timber and snags, at an estimated cost of $15,000, the project is 
assumed to include the w T ork therein mentioned. The latest map is 
published in the project document. Tidal variation, about 1 foot. 

Condition at the end of fiscal year. —The project is about 50 per 
cent completed. A channel 3 to 5 feet deep at mean low tide and 40 
to 50 feet wide extends from West Galveston to mouth of the bayon, 
with a ruling depth on June 30, 1916, of 2J feet. Snags and over¬ 
hanging trees have been removed for a distance of about 24 miles and 
the stream is in good navigable condition. A total of $24,313.30 has 
been expended on the improvement, of which $6,512.12 was for new 
work and $17,801.18 was for maintenance. 

Effect of the improvement. —Affording water transportation to 
several small towns and rich farming community. Is also a feeder to 
the inland waterway on coast of Texas. No effect on rail rates. 

Proposed operations. —The balance available on July 1, 1916, 
amounted to $3,097.13, and it is proposed to use this amount and 
about $3,500 of funds appropriated by the act of July 27, 1916, in 
operating one hydraulic pipe-line dredge for about five weeks, $6,000, 
and one snag boat for two weeks, $597.13, in the removal of shoals 
and snagging. It is expected that the available funds w T ill be 
exhausted about December 31, 1916. 

With the funds to be furnished under the estimate submitted in 
the report it is proposed to redredge the entire channel to project 
depth and to remove all snags and other obstructions by operating 
one United States hydraulic pipe-line dredge for about one month, 
$5,000, and one United States snag boat for one month, $1,200. 

Commercial statistics. —The commercial statistics for 1915 were 
unobtainable. A large amount of hay and garden truck is moved 
over this waterway. The commerce for 1914 amounted to 6,167 tons, 
valued at $96,180. 

Amount expended on all projects from Mar. 2, 1907, to June 30, 1916: 


New work_$ 6 , 512.12 

Maintenance_ 17 ’ SOI. 18 


Total-24,313.30 

July 1, 1916, balance available_ 3 , 097.13 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 6 , 200. 00 








RIVER AND HARBOR APPROPRIATION BILL. 


303 


(J) BASTROP BAYOU. 

Proposed operations .—The sum of $263.88 was available on July 1, 
1916, and it is proposed to use this amount, together with about 
$3,000 of the funds appropriated by the act of July 27, 1916, in the 
removal of shoals in channel with one United States hydraulic pipe¬ 
line dredge working for about 20 days, which will exhaust the avail¬ 
able funds about March 1, 1917. 

As dredging will probably not be necessary during fiscal year 1918 
no estimate for funds is submitted. 

(K) OYSTER CREEK. 

Location and description. —This creek has its source in Fort Bend 
County, about 20 miles southwest of Houston, and flows south a 
distance of about 50 miles, emptying into the Galveston and Brazos 
Canal, its former opening into the Gulf of Mexico having been closed. 
The section under improvement extends from the inland waterway 
to 5-foot depth in the bayou, a distance of about 3 miles. 

Existing project.—The river and harbor act approved June 25, 
1910, added this improvement to others covered by the item for 
“ Improving West Galveston Bay Channel, * * * including 

mouths of adjacent streams.” There being before Congress at the 
time of appropriation a recommendation (printed in H. Doc. No. 
447, 56th Cong., 1st sess.) for a channel 4 feet deep at mean low tide 
from the Galveston-Brazos Canal to the same depth in the creek at a 
cost of $5,000, the project depth is assumed to be that mentioned. 
The latest map is published in the project document. Tidal varia¬ 
tion, about 1 foot. 

Condition at the end of fiscal year. —The project was completed in 
fiscal year 1911. The ruling depth on June 30, 1916, was 5^ feet at 
mean low tide. A total of $14,498.97 has been expended, of which 
$6,942.24 was for new work and $7,556.73 for maintenance. 

Effect of the improvement. —Afforded an outlet for produce raised 
along the creek and inlet for supplies from Galveston and Houston. 

Proposed operations. —The sum of $22.15 is available on July 1, 
1916, which will probably be expended for surveys, contingencies, 
etc., and be exhausted about December 31, 1916. 

As this channel has been redredged during last fiscal year, it will 
probably not require any work during fiscal year 1917. 

With the funds to be furnished under the estimate submitted in 
the report it is proposed to redredge the entire channel by operating 
one hydraulic pipe-line dredge for about two weeks at a cost of 
$2,500. 

Commercial statistics. —No statistics could be obtained for this 
stream for 1915. There is no record of commerce for 1913 or 1914. 


Amount expended on all projects from June 25, 1910, to June 
80, 1916: 

New work__ $6, 942. 24 

Maintenance_ 7, 556. 73 


Total_ 14, 498. 97 


July 1, 1916, balance unexpended--- 22.15 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 2, 500. 00 










304 


RIVER AND HARBOR APPROPRIATION BILL. 


Consolidated. 

Amount expended on all projects from Sept. 19, 1890, to June 


30, 1916: 

New work_$269,877.20 

Maintenance_:- 179, 847. 52 


Total_ 449,724.72 

July 1, 1916, balance unexpended___ 16,155. 93 

Balance available for fiscal year ending June 30, 1917- 45, 538. 47 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement-- 33, 300. 00 


INLAND WATERWAY ON COAST OF TEXAS. 

This project embraces the improvement of the following sections: 
West Galveston Bay and Brazos River Canal; channel between 
Brazos River and Matagorda Bay; channel from Aransas Pass to 
Pass Cavallo, including the Guadalupe River to Victoria. The last 
mentioned constitutes a branch channel or feeder of the inland water¬ 
way. 

(A) WEST GALVESTON BAY AND BRAZOS RIVER CANAL. 

Location and description. —This includes a channel from Galves¬ 
ton Harbor in a westerly direction through West Galveston Bay and 
Oyster Bay, and a canal connecting the latter with the Brazos River. 
The section is about 36 miles long, parallel to and from 1 to 4 miles 
distant from the coast line of the Gulf of Mexico. 

Existing project. —Adopted by river and harbor act approved 
March 2,1907, which combined the West Galveston Bay Channel and 
the Brazos River Canal under one appropriation as a part of the in¬ 
land waterway on the coast of Texas, providing for a channel 5 feet 
deep at mean low tide and 40 feet wide on the bottom at an esti¬ 
mated cost of $151,529, with $20,000 annually for maintenance. (See 
H. Doc. No. 640, 59th Cong., 2d sess.) The tidal variation is about 
1 foot. 

Condition at the end of fiscal year. —The project was completed 
in fiscal year 1909 and has been dredged several times in maintaining 
a navigable depth. The ruling depth on June 30, 1916, was about 4 
feet at mean low tide from Galveston Causeway to end of dredged 
cut in Christmas Bay and about 3J feet thence to Brazos River. A 
total of $256,441.96 has been expended, of which $134,491.04 was for 
new work and $121,950.92 for maintenance. 

Local cooperation. —In 1851-1853 the Galveston & Brazos Naviga¬ 
tion Co. dredged a canal about 6 feet deep at mean low tide and 100 
feet wide through the mainland from the Brazos River to Oyster Bay, 
a distance of about 10 miles. The United States purchased this canal 
in December, 1902, at a cost of $30,000. It is reported that the State 
of Texas in 1859 dredged channels through the reefs in West Galves¬ 
ton Bay and that the storm of 1875 practically obliterated them. 
The Gulf, Colorado & Santa Fe Railroad reimbursed the United 
States in the sum of $1,018.39 for the removal of certain piling and 
material that obstructed the channel at site of their abandoned bridge 
near the causeway. 

Effect of the improvement. —As a part of the general improvement 
of inland waterways, it has had a beneficial effect on freight rates to 









RIVER AND HARBOR APPROPRIATION BILL. 


305 


the coastal towns and those on adjacent streams. And it also affords 
a safe inland passage for small boats and barge traffic. It is reported 
that the rates on commodities handled by water to the towns on the 
waterway are about 40 to 60 per cent less than the all-rail rate from 
Galveston. 

Proposed operations .—It is proposed to use the balance of $2,275.42 
available on July 1, 1916, together with $15,000 appropriated by the 
rivers and harbors act approved July 27, 1916, in maintaining the 
channel by operating one hydraulic pipe-line dredge for about three 
and one-lialf months at the rate of about $5,000 per month, removing 
troublesome shoals, exhausting the available funds about June 30, 
1917. 

With the funds to be furnished under the estimate submitted it is 
proposed to maintain the channel by operating one United States 
hydraulic pipe-line dredge for three months—$15,000. 

Commercial statistics .—General merchandise, cotton, fish, and 
oysters constitute the principal items handled over this waterway. 
The record of vessels using this part of the inland waterway was ob¬ 
tained from the drawbridge tender at the Galveston Causeway. No 
detailed record of tonnage was obtainable. The traffic shown under 
section Brazos River to Matagorda Bay either originated at Galves¬ 
ton or was destined for Galveston. The Chocolate and Bastrop 
Bayous are also feeders of this waterway. 

Comparative statement. 


Calendar year. 

Vessels. 

Vessel ton¬ 
nage. 

1913. 

4,565 

5,236 

4,643 

9,130 
26,180 
27,858 

1914. 

1915. 



Amount expended on all projects from July 13, 1892, to June 80, 

1916: 

New work_$233, 654. 42 

Maintenance_ 125,154, 89 


Total_ 358, 809. Si 


Balance available for fiscal year ending June 30, 1917_ 17, 275. 42 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 15, 000. 00 


(b) CHANNEL BETWEEN BRAZOS RIVER AND MATAGORDA BAY. 

Location and description .—This channel extends from the Brazos 
River, at the termination of the Galveston & Brazos Canal, to 5 feet 
of water in Matagorda Bay at mean low tide, a distance of about 
32 miles, lying parallel to the coast line of the Gulf of J^lexico, and 
one-half to 14 miles distant therefrom. The east end is about 36 
miles from Galveston and the west end about 114 miles north of 
Aransas Pass. 

Existing ' project .—Adopted by river and harbor act of June 25, 
1910, as a section of the inland waterway on the coast of Texas, 
which provided for a channel 5 feet deep at mean low tide, 40 feet 
wide on the bottom, at an estimated cost of $400,000, with $15,000 

II. Kept. 1289, 64-2-20 


















306 


RIVER AND HARBOR APPROPRIATION BILL. 


annually for maintenance. (See R. and H. Com. Doc. No. 3, 61st 
Cong., 2d sess.) The latest map is published in House Document No. 
640, Fifty-ninth Congress, second session. Tidal variation about 1 
foot. 

Condition at the end? of fiscal year.— This project was completed 
in fiscal year 1913. Channel has been partially redredged in main¬ 
taining navigable depth of 5 feet at mean low tide. Ruling depth 
on June 30, 1916, was about 3J feet at mean low tide, with an aver¬ 
age depth of 4J feet at mean low tide. Total expended to end of 
fiscal year was $337,664.50, of which $246,549.21 was for new work 
and $91,115.29 for maintenance. The original estimate for this canal 
was $400,000, with an initial appropriation of $200,000. 

Local cooperation. —None; though use was made of the canal cut 
by private parties from Caney Creek into the upper end of Mata¬ 
gorda Bay. 

Effect of the improvement. —The completion of this section of the 
canal has opened up a clear waterway from Galveston to Corpus 
Christi, a distance of 202 miles, developing considerable water-borne 
traffic, with a reduction of freight rates by water of 25 to 60 per cent 
of the rate charged by the railroads, but the volume has not been 
sufficient to effect an}^ reduction of rail rates. Regular trips each 
week or 10 days are being made by light-draft gasoline boats between 
Galveston and points on the canal, and one self-propelling barge was 
in operation between Galveston and Corpus Christi the greater part 
of the }^ear, until partty destroyed by fire. 

Proposed operations. —It is proposed to use the balance of 
$13,477.45 available on July 1, 1916, together with $30,000 appro¬ 
priated by the river and harbor act approved July 27, 1916, in re¬ 
dredging channel by operating one hydraulic pipe-line dredge for 
about eight months, at the rate of $5,000 per month, which will ex¬ 
haust the available funds about June 30, 1917. 

With the funds to be furnished under the estimate submitted it is 
proposed to redredge the channel by operating one hydraulic pipe¬ 
line dredge for six months, $30,000. 

Commercial statistics. —Cotton, fish, oysters, and general produce 
coming east, and groceries and hardware going west, are the prin¬ 
cipal items moved over this section of the inland waterway. The 
statistics are compiled from records obtained by the bridge tenders. 


Com pa ra tire s tat cm ent. 


Calendar year. 

Short tons. 

Value. 

1913. 

2,758 
2,226 

$308,330 
370,035 
1,054,150 

1914. 

1915. 

9,064 



Amount expended on all projects from June 25, 1910, to June 30, 

1916: 

New work__ $246, 549. 21 

Maintenance_ 91,115. 29 


Total_ 337, 664. 50 


Balance available for fiscal year ending June 30, 1917_ 43, 477. 45 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 30, 000. 00 


















RIVER AND HARBOR APPROPRIATION BILL. 


307 


(C) CHANNEL FROM ARANSAS PASS TO PASS CAVALLO. 

Location and description. —This channel is about 63 miles in length, 
extending from the west end of Matagorda Bay to Aransas Pass, 
passing through Espirtu Santo, San Antonio, Mesquit, and Aransas 
Bays, which are separated from the Gulf of Mexico by Matagorda 
and St. Joseph Islands. 

Existing project. —-Adopted by river and harbor act approved 
March 2, 1907, and provides for the dredging of a channel 40 feet 
wide and 5 feet deep at mean low tide from entrance to Turtle Cove, 
at Aransas Pass to Matagorda Bay at head of Pass Cavallo, a dis¬ 
tance of about 63 miles, utilizing the lagoons between the islands and 
the mainland, at an estimated cost of $65,850. (H. Doc. No. 640, 

59th Cong., 2d sess.) The river and harbor act approved July 25, 
1912, contains a provision authorizing the Secretary of War to 
change the route of the channel from Aransas Pass to Pass Cavallo 
so as to pass by the town of Port O’Connor, Tex., and to expend 
available funds for this work instead of maintaining the channel 
along its former route. Variation of water surface about three- 
fourths of a foot. 

Condition at the end of fiscal year. —The project was completed 
in fiscal year 1909. The ruling depth on June 30, 1916, was about 
3| feet, with an average depth of 44 feet at mean low tide over part 
of the dredged portions. Total expenditures were $168,127.14, of 
which $49,017.76 was for new work and $119,109.38 for maintenance. 

Local cooperation. —Prior to 1875 a small amount of dredging 
through the shell reefs obstructing navigation of these bays was 
made by or under the authority of the State of Texas. The neces¬ 
sary rights of way for new cut-olf channel passing close to the town 
of Port O’Connor were furnished to the United States by local 
interests. 

Effect of the improvement. —As a component part of the inland 
waterway system this channel has provided waterway communica¬ 
tion between Galveston and Corpus Christi, a distance of 202 miles, 
and has reduced freight rates on commodities handled by water 40 
to 60 per cent of the rate charged by the railroads. Owing to the 
shallow depth and instability of the channel at a few points, par¬ 
ticularly at Port O’Connor where recently improved, it has not yet 
resulted in a reduction of rail rates. 

Proposed operation. —It is proposed to use the balance of 
$13,243.21 available on July 1, 1916, together with $30,000 appro¬ 
priated by the river and harbor act approved July 27, 1916, in re¬ 
dredging the channel, operating one hydraulic pipe-line dredge for 
about eight months at rate of about $5,000 per month, exhausting 
the funds about June 30, 1917. 

With the funds to be furnished under the estimate submitted it is 
proposed to maintain the channel by operating one hydraulic pipe¬ 
line dredge for about six months, $30,000. 

Commercial statistics. —The principal items carried over this sec¬ 
tion of the inland waterway are cotton, fish, oysters, hardware, and 
general merchandise. In addition to the tonnage shown, much of 
the traffic shown under section “ Brazos River to Matagorda Bay ” 
also used this section of the inland waterway. 


308 


RIVER AND HARBOR APPROPRIATION BILL. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. . 

380 

$48,600 

1914. . 

4,979 

215,730 

1915. 

3,032 

181,356 



Amount expended on all projects from Mar. 2, 1907. to June 30. 


1916: 

New work_$49, 017. 76 

Maintenance_119,109. 38 


Total_ 168, 127. 14 

Balance available for fiscal year ending June 30, 1917_ 43,243.21 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 30.000.00 


(d) GUADALUPE RIVER TO VICTORIA. 

Location and description. —This river has its source in western 
Texas and flows southeast a distance of about 250 miles, where it 
empties into the head of San Antonio Bay. The section under im- 
provement is from Victoria to the mouth, a distance of 52 miles, and 
16 miles across San Antonio Bay to connection with inland water¬ 
way. 

Existing project. —Adopted by the river and harbor act approved 
March 2, 1907, which provided for dredging of channel in the bay 
section 5 feet deep at mean low tide and 40 feet wide and the removal 
of snags, log rafts, and the dredging of shoals between the mouth 
of the river and Victoria, at a total estimated cost of $92,700. (H. 

Doc. No. 338, 59th Cong., 2d sess.) The latest map is published in 
House Document No. 1090. Sixty-fourth Congress, first session. 
Tidal variation about three-fourths of a foot in San Antonio Bay. 

Condition at the end of fiscal year— The project was completed 
in fiscal year 1912. The channel across San Antonio Bay had a rul¬ 
ing depth of over 5 feet at mean low tide on June 30, 1916, and the 
shoalest depth over gravel bars on the river section was 2-J feet at 
ordinary stage of water. Snags and overhanging trees have been 
removed, but each freshet brings in additional obstructions. A total 
of $276,970.58 has been expended, of which $172,547.28 was for 
original work and construction of the snag boat Guadalupe and 
$104,423.30 was for maintenance. The increased cost of the work 
was due to underestimate of amount of dredging in river section and 
to construction of the dredge and snag boat Guadalupe at a cost of 
$39,343.63. 

Effect of the improvement. —Afforded waterway for handling 
products from farms to Victoria along the upper section and connec¬ 
tion with the inland waterway. It has had no effect as yet on 
freight rates by reason of the desired through depth not yet having 
been obtained at any one time. 

Proposed operations. —In view of the recommendation against fur¬ 
ther expenditures in improvement of Guadalupe Biver, transmitted 
to Congress in a report printed in House Document No. 1090, Sixty- 
fourth Congress, first session, with map, it is proposed to expend the 
$296.11 available July 1. 1916, with about $600 appropriated by the 



















RIVER AND HARBOR APPROPRIATION BILL. 


309 


river and harbor act approved July 27, 1916, in caring for Govern¬ 
ment plant, reserving the balance of funds appropriated by the act 
of July 27, 1916, $22,900, until action is taken by Congress. 

Pending action by Congress on the recommendation mentioned no 
estimate for this improvement for the fiscal year ending June 30, 
1918, is submitted. 

Commercial statistics .—Sand and gravel are the principal items 
moved over this waterway. 

Com para tire at at cm cut. 


Calendar year. 

Short tons. 

Value. 

1913. 

109,823 
63,754 

$64, 701 

1914. 

39,947 
36,040 

1915. 

63,110 



Amount expended on all projects from Mar. 2, 1907, to June 30, 


191G: 

New work_$172. 547. 28 

Maintenance_ 104,423.30 

Total_ 276, 970. 58 

Balance available for fiscal year ending June 30, 1917_ 23, 796.11 

CONSOLIDATED. 

Amount expended on all projects to June 30, 1916: 

New work_ $701, 768. 67 

Maintenance_ 439, 802. 86 


Total___._1,141, 571. 53 

Balance available for fiscal year ending June 30, 1917_ 127, 792.19 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement___ 75, 000. 00 


MOUTH OF BRAZOS RIVER, TEX. 

Location and description .—The Brazos River rises in the north¬ 
west portion of Texas and flows in a southerly direction for about 
950 miles, emptying into the Gulf of Mexico 50 miles southw r est of 
the Galveston entrance and 1AL miles east of Aransas Pass. The 
section improved under this title includes about 6^ miles at the 
mouth. 

Existing project .— (See Freeport item following.) 

Condition at the end of fiscal year .—Two parallel jetties had been 
built and repaired at various times, and a channel 150 feet wide and 
18 feet deep at mean low tide had been dredged between the jetties, 
completing the project A total of $603,878.40 had been expended, of 
which $392,073.99 was for new work and $211,804.41 was for mainte¬ 
nance, including $99,752.39, one-half of cost of new dredge Comstock 
charged to this improvement. Ruling depth on June 30, 1916, was 
18 feet at mean low tide. 

Local cooperation .—After suspension of the work by the United 
States in 1889 the work of improvement was undertaken by the 
Brazos River Channel & Dock Co. under authority granted by Con¬ 
gress on August 9. 1888. This company built the north jetty for a 























310 


RIVER AND HARBOR APPROPRIATION BILL. 


distance of 4,708 feet, and the south jetty 5,018 feet, and several 
wing dams or spur dikes along bank of river to control the current. 
The company transferred all their works, rights, and privileges, etc., 
to the United States on April 25, 1899, after having obtained a depth 
of about 14.3 feet at mean low tide over the bar at a total expendi¬ 
ture, according to figures furnished by them, of $1,449,025. 

Effect of improvement .—Regular sailings of four to six vessels per 
month are now made by steamers of the Seaboard & Gulf Steam¬ 
ship Co. between Freeport, a new town just below Velasco, and New 
York. This traffic has had some effect on the freight rates of com¬ 
peting lines to Galveston. 

Proposed operations .—With the funds available on July 1, 1916, 
•amounting to $26,377.94, it is proposed to maintain the channel by 
operating one seagoing dredge for about four months, and it is ex¬ 
pected that the available funds will be exhausted about December 31, 
1916. 

It is proposed to use the funds appropriated by the act of July 27, 
1916, in maintenance of channel by operating one seagoing dredge 
for about seven months, $40,000, and one hydraulic pipe-line dredge 
for about three months, $30,000: and to repair the jetties, $105,000. 

With the funds to be furnished under the estimate submitted in the 
report it is proposed to maintain the channel by operating one sea¬ 
going dredge for about six months, $36,000, and one hydraulic pipe¬ 
line dredge for three months, $30,000. 

Commercial statistics .—The commerce consisted principally of 
sulphur, fuel oil, ammunition, and general merchandise. The Free¬ 
port Sulphur Co. advises that 90,000 tons of sulphur, valued at 
$1,800,000, has been diverted from steamer shipment to all-rail ship¬ 
ment owing to inadequate depth for steamers suited for this traffic. 

Comparative staternent. 


Calendar year. 

Short tons. 

Value. 

1913. 

24,575 

$4,004,544 

7,513,099 

5,746,466 

1914. 

101,515 

1915.:. 

149,335 



Amount expended on nil projects from June 14, 1880. to June 30. 

1916: 

New work_$539,172. 42 

Maintenance_ 211, 804. 41 


Total_ 750, 976. 83 


Balance available for fiscal year ending June 30, 1917_ 201, 377. 94 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 66, 000. 00 


FREEPORT HARBOR, TEX.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1469, Sixty-third Congress, third session: 

The existing project for the improvement of the mouth of the Brazos River 
is to repair and strengthen the two parallel jetties formerly built by a private 
company and turned over to the United States in 1899, construct spur dikes and 

















RIVER AND HARBOR APPROPRIATION BILL. 


311 


bank protection, and to dredge a channel 18 feet deep and 150 feet wide. A 
channel of the adopted dimensions has been secured for short periods, but ow¬ 
ing to the sudden rises to which the stream is subject and the consequent shoal¬ 
ing of the channel the project depth lias never been maintained for such a 
length of time that shipping interests could confidently rely upon it. The act 
of March 4, 1913, made an appropriation for a new seagoing dredge for use 
jointly at Aransas Pass and the mouth of Brazos River, to replace the dredge 
Comstock, which was destroyed by fire. This new dredge, while adequate for 
the maintenance of the outer end of the channel beyond the jetties and for 
some distance between them, is not suitable for the economical prosecution of 
work in the river proper, and for this reason the district officer states that the 
project depth can not be maintained by the use of a seagoing suction dredge 
alone, but will require a hydraulic pipe-line dredge in addition for use in the 
river channel and in the upper part of the jetty channel. If economical ocean 
carriers are to be accommodated, a minimum of 21 feet will be required, and 
he believes that the plant mentioned above will be able to maintain a depth 
of from 22 to 25 feet in the entrance and up as far as the present steamship 
wharf. The estimated cost of the proposed improvement is $500,000, which 
includes the cost of one 20-inch hydraulic pipe-line dredge, operating the same 
for one year and a half, operating new seagoing dredge Comstock during two 
years, minor repairs to jetties, etc. Maintenance is estimated at $150,000 an¬ 
nually. Extension of the jetties is not recommended. The district officer be¬ 
lieves that the present and prospective commerce involved and the benefits to 
be expected amply justify the method of procedure proposed. He therefore ex¬ 
presses the opinion that the mouth of Brazos River is worthy of improvement 
for 25 feet depth, or as near that depth as can be maintained with the plant 
proposed, but recommends that operations for the present be confined to obtain¬ 
ing this depth up to the present steamship wharf, and that the depth be extended 
farther upstream and if necessary to Freeport when additional terminal facil¬ 
ities have been provided. The division engineer concurs in general with the 
views of the district officer. 

These reports have been referred, as required by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to its report herewith, 
dated December 9, 1914. The board is not convinced that the commercial neces¬ 
sities warrant at this time the cost of purchasing and operating the 20-inch 
dredge recommended by the district officer, but it does believe that the immedi¬ 
ate and prospective benefits to commerce warrant the purchase of a 15-inch suc¬ 
tion dredge, which could be used advantageously on other works in case its 
services are not required on the Brazos. Such a dredge will probably be suf¬ 
ficient to provide a reasonably permanent channel about 22 feet in depth from 
the jetties up to the present wharf and leave some time which can be devoted 
to the maintenance of the intracoastal canal adjacent to the river, and perhaps 
for such extension of the project upstream toward the town of Freeport as may 
be found desirable. With the smaller dredge proposed by the board the esti¬ 
mated cost of the improvement is $455,000, including operation of the suction 
dredge for three years, and of the seagoing dredge engaged on this work one- 
half the time during a similar period. The cost of subsequent maintenance, if 
the port develops sufficient commerce to justify continuance, is estimated at 
$100,000 annually. Contingent upon certain conditions the board recommends 
the further improvement of the locality in accordance with this plan. 

I concur in the views of the Board of Engineers for Rivers and Hafbors and 
therefore report that the further improvement by the United States of the 
mouth of Brazos River is deemed advisable under a modified project providing 
for the purchase of one 15-inch suction dredge, its operation for a period of 
three years, the operation of the seagoing dredge already authorized one-half 
time during a period of three years, and repairs to jetties, all at an estimated 
cost of $455,000, and $100,000 annually thereafter for maintenance, if this is 
deemed advisable after the experimental period of three years, subject to the 
conditions recommended by the board as specified in paragraph 12 of its report 
dated December 9, 1914. 

CHANNEL FROM ARANSAS PASS TO CORPUS CHRISTI, TEX. 

Location and description .—This channel extends from Aransas 
Pass, through the depression known as Turtle Cove, and Corpus 


RIVER AND HARBOR APPROPRIATION BILL. 


312 

:!' n 

Christi Bay, to the town of Corpus Christi on the west side of the 
bay, a distance of 2h| miles west of Port Aransas. 

Existing 'project .—The existing project was adopted by river and 
harbor act approved June 25, 1910, and provided for the deepening 
of the channel from to 12 feet at mean low tide and widening 
from 75 feet to 100 feet on the bottom from Aransas Pass through 
Turtle Cove Channel to Corpus Christi, ending in a turning basin 
3,000 feet square and 12 feet deep at mean low tide, at an estimated 
cost, including $50,000 for the construction of a dredge for mainte¬ 
nance, of $207,000 with $35,000 annually for maintenance. (H. 
Doc. 6T8, 61st Cong., 2d sess.) The tidal variation is about 1 foot. 
The latest map is printed in House Document No. 338, Fifty-ninth 
Congress, second session. 

Condition at the end of fiscal year. —The project has been com¬ 
pleted. The ruling depth on June 30, 1916, was 91 feet at mean Ioav 
tide in the channel and 10 feet in the turning basin. A total of 
$177,146.69 has been expended, of which $157,903 was for new work 
and $19,243.69 was for maintenance. 

Local cooperation. —In 1874 a channel was dredged by Messrs. 
Morris & Cummings, under an agreement with the State of Texas, 
extending from Aransas Bay to Corpus Christi Bay, passing 
through the shallow flats behind Harbor Island. This cut was about 
8 feet deep at mean Ioav tide and 100 feet wide and about 6 miles 
long. Its use has practically been discontinued. The city of Cor¬ 
pus Christi has provided a municipal wharf about 200 feet wide 
and 1,000 feet long at turning basin in front of the city, at a cost 
of about $50,000. 

Effect of the improvement. —The effect of the improvement has 
been to place the city of Corpus Christi in Avater communication 
with ocean-going traffic at Port Aransas and permitted establish¬ 
ment of regular light-draft steamship serAuce to Galveston. The 
freight rates on commodities handled by water are about 40 to 60 
per cent less than the rail rates betAveen common points, but traffic 
is not yet in sufficient volume to effect a material reduction of rail¬ 
road rates. 

Proposed operations. —It is expected that the available funds Avill 
be sufficient for necessary work of maintenance to June 30, 1918, 
and no estimate for additional funds is submitted. 

Commercial statistics. —The figures for 1913 are incomplete. The 
principal items of commerce are cotton, fuel oil, canned goods, and 
groceries. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

10,849 
64,455 
26,803 

$75,943 
1,530,123 
2,479,358 

1914. 

1915. 



Increase in valuation of the 1915 commerce is due to a more de¬ 
tailed statement of the commerce. 










RIVER AND HARBOR APPROPRIATION BILL. 


313 


Financia l summa ry. 

Amount expended on all projects from Mar. 2, 1907, to June 30, 
1916: 


New work-$280, 455.14 

Maintenance_ 23, 415.12 


Total- 303, 870. 26 

Balance available for fiscal year ending June 30, 1917_ 30, 756.13 


Statement of Col. H. C. Newcomer, Corps of Engineers, before 
the Committee on Rivers and Harbors, January 8,1917: 

The funds on hand for the maintenance of the channel from Aransas Pass 
to Corpus Christi at the beginning of the fiscal year were supposed to be suffi¬ 
cient to have maintained the project until the end of the fiscal year 1918, but the 
storm of August, 1916, damaged the channel very severely, requiring the imme¬ 
diate use not only of all the available funds, but of an additional emergency 
allotment, and the district officer has since submitted an estimate of $25,000 for 
maintenance in the fiscal year 1918. 

SABINE-NECHES CANAL, INCLUDING SABINE RIVER TO ORANGE AND NECHES 
RIVER TO BEAUMONT, TEX. 

Location and description .—This waterway is in the extreme south¬ 
eastern portion of Texas. It extends from the Port Arthur Canal 
near its upper end to Sabine River near its mouth, crossing the 
Neches River near its mouth, and up the Neches River to Beaumont 
and the Sabine River to Orange. Distances are as follows: Port 
Arthur Canal to the Neches River, 12 miles; thence to Beaumont, 23 
miles; Neches River to Sabine River, 4 miles; thence to Orange, 10 
miles. The Sabine River rises in northeast Texas and flows south¬ 
easterly approximately 550 miles to Sabine Lake, entering the lake 
through three passes. The Neches River rises in northeast Texas and 
flows southeasterly approximately 300 miles to Sabine Lake. 

Existing project .—The existing project, adopted by the river and 
harbor act approved February 27, 1911, and modified by the river 
and harbor acts of July 25, 1912, and March 4, 1915, provides for a 
waterway from the Port Arthur Ship Canal to Beaumont and 
Orange, with 25-foot depth at mean low Gulf level throughout and 
bottom widths as follows: In the canal from the Port Arthur Ship 
Canal to Sabine River, 90 feet through the land, suitably widened 
where it enters the rivers, and 115 feet where it crosses the open lake 
between the mouths of the Sabine and Neches Rivers; in open rivers, 
150 feet; in the two cut-offs in the Neches River, at Mansfield Ferry 
and Snaggy Bend, 90 feet; in the cut-off in the Sabine River, 210 feet. 
It further includes a guard lock 80 by 600 feet, with a depth of 28 
feet over miter sills, 6 miles above Port Arthur; three passing points 
110 by 1,700 feet in the canal below the Neches River; a turning basin 
500 by 1,500 feet at Beaumont, and one at Orange. The mean tidal 
variation is about 1 foot in the canal and 0.5 foot at Orange and 
Beaumont. The total estimated cost was $1,143,000,. with $50,000 
annually for maintenance, exclusive of the cost of maintenance and 
operation of the lock. (See H. Doc. No. 1290, 61st Cong., 3d sess.) 
For map see House Document No. 836, Sixty-first Congress, third 
session. 







314 


RIVER AND HARBOR APPROPRIATION BILL. 


Condition at the end of fiscal year. —The project was completed 
during this fiscal year to full dimensions, the controlling depth at the 
end of the year being 25 feet at mean low Gulf level. The total ex¬ 
penditure was $1,153,680.52, of which $1,149,249.96 was for new 
work and $4,430.56 for maintenance. The guard lock was fully com¬ 
pleted on June 30, 1916, the cost being $222,687.11. On sections A 
and C the full amount of the authorized cost has been expended plus 
$7,455 additional contributed by the Beaumont navigation district of 
Jefferson County, but considerably more work has been accomplished 
than was originally contemplated. Section B, including a wider 
channel than originally planned through the lake section and in the 
cut-off in the Sabine River was completed for $1,843.14 less than the 
estimate. 

Local cooperation. —The conditions imposed by law required the 
Beaumont navigation district, or other local interests and the Orange 
navigation district, or other local interests, to furnish free of cost to 
the United States the necessary right of way for the improvement 
and to contribute one-half of the estimated cost of the project, 
namely, $428,000 and $143,500, respectively. The law also provided 
that the Beaumont navigation district or other local interests should 
become bound in manner satisfactor}^ to the Secretary of War to 
maintain for three years following completion sections A and C and 
to maintain the guard lock without cost to the United States until 
otherwise provided by law; and that the Orange navigation district 
or other local interests should likewise become bound to maintain 
section B for a period of three years following its completion. All 
of these conditions were met. The Beaumont navigation district of 
Jefferson County, Tex., deposited the sum of $428,000 in June, 1911, 
and the Orange County navigation district the sum of $143,500 in 
October, 1911. The Secretary of War approved the bond for main¬ 
tenance of sections A and C May 31, 1911, the deeds for right of way 
for sections A and C October 23. 1911, the bond for maintenance of 
section B November 21, 1911, and the deeds for right of way for 
section B June 13, 1912. The act of March 4, 1915, relieves the 
Beaumont navigation district or other local interests from main¬ 
taining for three years the portion of the channel from the Port Ar¬ 
thur Canal to the Neches River. To cover certain work in the Beau¬ 
mont Turning Basin not otherwise provided for the Beaumont navi¬ 
gation district of Jefferson County, Tex., contributed an additional 
sum of $7,500 in February, 1915, which amount was accepted under 
the authority of section 8 of the river and harbor act of March 4, 
1913. Of this amount the unexpended balance of $810.67 was re¬ 
turned. In May, 1916, also, that district contributed $1,000 toward 
the cost of widening the channel at a bend in the Neches River about 
7 miles below Beaumont, which amount w 7 as accepted under the pro¬ 
visions of section 4 of the river and harbor act of March 4, 1915. Of 
this amount the unexpended balance of $234.33 will be returned. 

Effect of improvement— This improvement has permitted deep 
draft ocean-going vessels to go to Beaumont and Orange, and has re¬ 
sulted in saving the cost of lighterage in large quantities of oils and 
lumber. A further result has been that Beaumont has been placed on 
n parity with other Gulf ports as to freight rates on export and im- 


RIVER AND HARBOR APPROPRIATION BILL. 


315 


port traffic from Chicago, St, Louis, Kansas City, and other com¬ 
mercial centers. The Railroad Commission of Texas states that there 
have been no changes in Texas intrastate rates “that could be at¬ 
tributable to the deepening of these channels, and, so far as we can 
now say, no changes in rates are contemplated on that account.” 

Proposed operations .—The portion of the project, the maintenance 
of which now devolves upon the United States, is that portion of the 
canal from its junction with the Port Arthur Ship Canal to the 
mouth of the Neches River, a distance of about 12 miles. With the 
funds now available it is proposed to operate the United States hy¬ 
draulic pipe-line dredge Orange three to four months in redredging 
the channel to remove shoaling when conditions require it. It is 
expected that this work will exhaust these funds by the end of the 
fiscal year 1917. With the funds to be furnished under the estimate 
now submitted it is proposed to similarly operate the dredge Orange 
three to four months during the fiscal year 1918. Shoaling of this 
portion of the canal has occurred since it was first dredged and it is 
anticipated that this will continue indefinitely, although the yearly 
amount may gradually decrease. The only previous expenditure for 
maintenance has been that from the $5,000 allotted from the river and 
harbor act approved March 4, 1915, for the portion of the canal 
above the guard lock. 

Commercial statistics .—This commerce is miscellaneous freight, 
consisting principally of crude petroleum and its refined products, 
lumber, sand, shell, and general merchandise. 

Comparative statement. 


Calendar year. 

Sabine River. 

Neches River. 

Sabine-Neches Canal. 

Short tons. 

Value. 

Short tons. 

Value. 

Short tons. 

Value. 

1913. 

443,989 
505,271 
541,260 

$3,208,479 

3,159,496 

3,876,957 

221,519 
157,797 
295,985 

$1,711,832 
1,278,305 
1,843,407 

629,001 
679,319 
543,157 

$3,846, 752 
3,607,957 
4,723,692 

1914. 

1915.... 



The increase in tonnage in the Sabine River is mainly in crude oil. 
In the Neelies River there was a decrease in lumber shipments, but 
large increases in logs, crude oil, and sand. In the Sabine-Neches 
Canal the decrease in tonnage is mainly in the item of oyster shells, 
while the increase in value is due to larger shipments of crude oil. 
Amount expended on all projects from June 18, 1878, to June 30, 


1016: 

New work_$1,149,249.96 

Maintenance_ 4,430.56 

Total_-_ 1,153, 680. 52 

July 1. 1916, balance unexpended_ 2, 077. 47 

MAINTENANCE OF SECTION A. 

Balance available for fiscal year ending June 30, 1917-$20, 567. 75 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 20, 000. 00 




























316 


RIVER AND HARBOR APPROPRIATION BILL. 


COLORADO RIVER, TEX.-NEW PROJECT. 

Abstract from the report of the Chief of Engineers printed in 
Rivers and Harbors Committee Document 3, Sixty-third Congress, 
first session: 

The Colorado River lias its sources in Dawson, Martin, and Midland Coun¬ 
ties. After traversing about 4.10 miles of country it discharges into Matagorda 
Bay, which is distant from Pass Cavallo about 35 miles. Pass Cavallo is the 
channel connecting the bay wit h the Gulf of Mexico. 

I concur in general with the district officer and the board of engineers for 
rivers and harbors in the opinion that for the section of river from mile 21 
to Bay City the benefits to be derived from the improvement are not commen¬ 
surate with the expense that would be entailed, and it is therefore considered 
that this section is not worthy of improvement by the Government at the 
present time. For the section from a connection with the Intercoastal Canal 
in Matagorda Bay to mile 21 in the river I concur with the district officer in 
the opinion that the improvement can be made at a reasonable cost in com¬ 
parison with the benefits derived; and in view of the offers of local cooperation 
as to bridges and terminal facilities, I recommend that the locality be improved 
by the United States to the extent of redredging a channel 5 feet deep and 40 
feet wide across the bar at the mouth and snagging, removing remains of old 
rafts, and cutting overhanging timber from the mouth to mile 21, at a total 
esimated cost of $25,000, on condition that the improvement be not undertaken 
until after the construction of a railroad spur to some point at or near mile 21, 
and a public wharf on each side of the river at this place, with public roads 
leading thereto, and suitable bridge draws in the bridges below mile 21, satis¬ 
factory to the Chief of Engineers and to the Secretary of War, all free of ex¬ 
pense to the United States. 

CYPRESS BAYOU AND WATERWAY BETWEEN JEFFERSON, TEX., AND SHREVE¬ 
PORT, LA. 

Location and description. —Cypress Bayou rises in northeast Texas, 
flows slightly southeastward approximately 119 miles to Caddo Lake, 
thence approximately IT miles across Caddo Lake to Big Willow 
Pass, thence approximately 26 miles through Big and Little Willow 
Passes, Soda Lake, and Twelvemile Bayou to Red River just above 
Shreveport, a total distance of about 162 miles. That portion be¬ 
tween Jefferson, Tex., and Red River, about 68 miles, is included in 
the project. 

Existing project. —This project, adopted by the river and harbor 
act of June 10, 1872, at an estimated cost of $20,000, is to provide 
a navigable channel from Jefferson, Tex., to the Red River at Shreve¬ 
port, La., by way of Cypress Bayou and connecting waters, by dredg¬ 
ing and straightening the channel (no dimensions given), removing 
stumps, logs, snags, and other obstructions, and clearing the banks 
(see Annual Report for 1872, p. 572), and to construct a dam without 
lock at the foot of Caddo Lake, at an estimated cost of $100,000, as 
authorized by the river and harbor act approved June 25, 1910. 
(See IT. Doc. No. 220, 60th Cong., 1st sess.) For map, see House 
Document No. 236, Sixty-third Congress, first session. 

Condition at the end of fiscal year. —Dredging and snagging opera¬ 
tions were carried on by hired labor during the period 1873-1880, 
and the work was then reported as finished, seven cut-offs having been 
made, and the distance from Shreveport to Jefferson having been re¬ 
duced by approximately 30 miles, at an expense of $89,650.96. Since 
that date there have been expended $12,613.05 for surveys during the 
period 1890-1896, $78,500.84 for maintenance of open-channel work, 


RIVER AND HARBOR APPROPRIATION BILL. 


317 


and $100,553.47 for the construction of the dam at the foot of Caddo 
Lake, completed December 21, 1914. The removal of the raft, 
1872-73, and the subsequent closure of outlets and construction of 
levees down the right bank of Red River from the hills in Arkansas 
to near Shreveport, La., cut off the water supply of the lakes, which, 
in conjunction with the quicker drainage resulting from the lower¬ 
ing of the bed of Red River, gradually reduced their depth. In con¬ 
sequence, the period of navigation shortened from year to year until 
1897, when boats from Red River ceased plying altogether. The 
construction of the dam at the foot of Caddo Lake insures a 4-foot 
navigable depth at low water from that point to Jefferson, but cuts 
off all possible navigation to Shreveport except for such light-draft 
boats as may pass over the dam at high stages. Below the dam 
navigation is largely dependent on back water from the Red River. 
A stage of 15-24 feet on the Shreveport gauge, depending on the 
amount of water coming from the Cypress Bayou drainage area, is 
necessary to provide a 4-foot depth up to the dam. Such stages are 
short in duration and irregular in occurrence. High-water stages 
usually occur from February to July. The total expenditure to the 
end of the fiscal year was $281,318.32, of which $202,817.48 was for 
new work and $78,500.84 for maintenance. 

Local cooperation .—Prior to the beginning of work by the United 
States the citizens of Jefferson had expended over $70,000 (Annual 
Report for 1880, p. 1280) on the channel in the vicinity of that city. 
The city also loaned to the United States, free of cost, the dredge 
which it had been operating. 

Effect of improvement .—Under conditions now existing the work 
formerly done below Caddo Lake is of no benefit. The construction 
of the dam and the channel work above have facilitated navigation 
in the upper section, providing means for the transportation of 
commodities between the railroad at Mooringsport and Jefferson and 
points on Caddo Lake and James Bayou. There has been no effect 
on rail rates. 

Proposed operations. —The funds now available will be expended 
in caring for and operating the U. S. quarterboat No. % for the main¬ 
tenance of the channel from Jefferson to the dam. The operation of 
this boat costs about $600 per month, and it is expected that it will 
be operated about eight months and then laid up, all funds being 
exhausted bv June 30, 1917. 

With the funds to be furnished under the estimate now submitted, 
it is proposed to similarly operate this boat about eight months in 
the fiscal year 1918 for the maintenance of the channel from Jeffer¬ 
son to the" dam. The yearly expenditure of about $5,000 is required 
to keep the channel clear. This amount is larger than the average 
expenditures during the preceding three years, but these have been 
insufficient to fully maintain the channel. 

Commercial statistics. —The commerce consists, in general, of lum¬ 
ber, machinery, and equipment for oil wells and general merchan¬ 
dise and supplies. The decrease in the tonnage for 1915 is due partly 
to the fact that a number of the items reported for 1914 were for 
the construction of the dam, which is now finished, and partly to the 
fact that there have been omitted from these statistics items of crude 
oil. etc., which were merely ferried across the waterway. Such items 
were included in the statistics for prior years. 


318 


RIVER AND HARBOR APPROPRIATION BILL. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

44,475 
32,990 
11,444 

8996,103 
956,530 
641,361 

1914. 

1915. 




Amount expended on all projects from June 10, 1S72, to June 30. 

1916: 

New work___$202, 817. 48 

Maintenance_ 78, 500. 84 


Total_ 281, 318. 32 


Balance available for fiscal year ending June 30, 1917_ 5, 582.12 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 5, 000. 00 


OUACHITA AND BLACK RIVERS, ARK. AND LA. 

Location and description .—Ouachita River rises in Polk County, 
Ark., and flows in a general southeasterly direction through Arkansas 
and Louisiana. It is joined by Tensas and Little Rivers at Trinity, 
La., below which place it is called Black River, and flowing thence 
south, enters Red River 34 miles above its mouth. Ouachita River 
is about 500 miles long and Black River is 56.8 miles long. 

Existing project .—This project is based on plan contained in House 
Document No. 448, Fifty-seventh Congress, first session (Annual Re¬ 
port for 1902, p. 1435), which proposed to obtain a navigable depth 
of 6J feet at Ioav water from the mouth of Black River, La., to a 
point about 10 miles aboA^e Camden, Ark., a distance of 360 miles, 
by the construction of nine locks and dams, at an estimated cost (as 
revised) of $4,876,654.35. This plan has neA T er been adopted in its 
entirety by Congress, but the construction of Locks and Dams Nos. 
4 and 6 Avas authorized by river and harbor act approA T ed June 13, 
1902; Nos. 2 and 8 by act of March 2, 1907; acquisition of sites for 
Nos. 3 and 7 by act of June 25, 1910, and their construction by act of 
July 25,1912. The construction of Locks and Dams Nos. 5 and 9 has 
not yet been authorized by Congress, and No. 1 was eliminated from 
the plan by the Secretary of War under authority of river and harbor 
act of March 2, 1907. 

In addition to the construction of locks and dams work is being 
coiftinued for maintenance of the previous project for open-channel 
improvement by removing snags, logs, wrecks, overhanging trees, 
etc., at an estimated cost of $25,000 per annum. The latest published 
map of the section of these rivers included in the project Avas in the 
annual report for 1913. 

Condition at the end of fiscal year .—The work has consisted of 
removing snags, logs, etc., obstructing navigation, dredging a rock 
and gravel bar at Catahoula Shoals, and building locks and dams. 
Snagging operations and dredging have greatly improved navigation 
at high and mean stages. From July to December Avater stages are 
usually low and the maximum draft that can be carried in the open 
river is 3J feet to Harrisonburg, La., 72.8 miles above mouth of 



















RIVER AND HARBOR APPROPRIATION BILL. 


319 


Black River; 1J feet to Monroe, La., 183.3 miles; and 8 inches to 
Camden, Ark., 350.8 miles. These stages are about 1 to 3 feet on 
the Monroe gauge. When this gauge reads 10 feet or more (the 
stage resulting from head water, not back water), which ordinarily 
is the case between January and June, boats drawing 6 feet or more 
can run between mouth of Black River and Camden. The operating 
parts of Locks and Dams Nos. 4, 6, and 8 were completed as follows: 
No. 4, January 1, 1915; No. 6, January 25, 1913; No. 8, October 1, 
1912; and these are now in operation, providing pools at low water 
from 23 to 30 miles long, with least depths of 6^ feet. These pools 
are not continuous. The completion of the project requires finishing 
Dam No. 2, Lock and Dam No. 3, a small amount of work at Nos. 
6 and 8, and practically the entire construction of No. 7. Work for 
maintenance can not be completed. Locks and Dams Nos. 5 and 9, 
which were part of the original plan, have not been authorized by 
Congress. Lock and Dam No. 4 was finished during the fiscal year 
at a total cost of $649,630.23. Lock and Dam No. 2 is 68 per cent 
completed; No. 3, 35 per cent; No. 6, 99J per cent; No. 7, 1 per cent; 
and No. 8, 99^ per cent. The expenditures under the existing project 
to end of the fiscal year have been $2,833,438.08, of which $2,546,994.19 
was for new work and $286,443.89 for maintenance. 

Effect of improvement .—The work done has made navigation 
easier and safer at stages when boats can run, and has made all-the- 
year-round 6J-foot navigation possible in three isolated pools. 
Freight rates have been considerably reduced by the improvement. 

Proposed operations .—It is estimated that the maintenance of im¬ 
provement by open-channel work to June 30, 1918, will cost about 
$49,000, thus requiring an additional appropriation of $10,000, and 
an estimate for this sum is submitted. 

Such portion as may be required of the balance available for lock 
and dam construction will be applied to completing projects for 
Locks and Dams Nos. 2, 3, 6, and 8. The estimated expenditures are 
as follows: 

Lock and Dam No. 2: 

Superintendence and inspection of work under contract and con¬ 


tingencies _$67, 562. 30 

Maneuvering boat and equipment_ 7, 000. 00 

Lock and Dam No. 3: 

Completion of lock_ 170, 000. 00 

Completion of dam_ 120, 000. 00 

Maneuvering boat and equipment_ 7, 000. 00 

Permanent buildings_ 5, 000. 00 

Superintendence, care of plant, and contingencies- 9, 528. 46 

Lock and Dam No. 6, constructing telephone line- 2, 470. 54 

Lock and Dam No. 8, constructing telephone line- 2, 451.10 


Construction work will begin at Locks and Dams Nos. 2 and 3 as 
soon as the river reaches a favorable stage, and will be continued 
until the projects are completed, probably before March 1, 1917, if 
not stopped by rising water. The telephone lines at Locks and 
Dams Nos. 6 and 8 will probably be erected before December 1, 1916. 

The construction of Lock and Dam No. 7 is being delayed tem¬ 
porarily pending the consideration of certain matters pertaining to 
this work and the necessary collection of construction materials. 

Commercial statistics .—All commerce on these streams will be 
directly benefited by the completion of the improvement. 











320 


RIVER AND HARBOR APPROPRIATION BILL. 


Com para tire statement. 


Fiscal year ending June 30. 

Short tons. 

Value. 

1914 .... . 

64,874 
70,619 
97,451 

81,923,231 
3,074,465 
2,108,146 

1915. 

1916. 




The freight carried during the current fiscal year consisted of lum¬ 
ber and logs, farm products, and general merchandise. 


Amount expended on all projects from March 3, 1871 to June 30. 

1916: 

New work_$3,152, 796. 3S 

Maintenance_ 286, 443. 89 


Total_ 3, 439, 240. 27 


Balance available for fiscal year ending June 30, 1917_ 672, 886.11 

Amount (estimated) required to be appropriated for comple¬ 
tion of existing project_ 1, 615, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement:_ 10, 000. 00 


ARKANSAS RIVER, ARK. AND OKLA. 

Location and description .—This river has its source in the Tennes¬ 
see Pass, in central Colorado, whence it flows in a general south¬ 
easterly direction to the Mississippi River, into which it empties 
near the southeastern corner of the State of Arkansas. The project 
includes the section below the mouth of the Neosho (Grand) River, 
461 miles. The total length is 1,460 miles, the drainage area 151,000 
square miles. 

Existing project .—The present project provides for (a) improving 
the river from its mouth to the head of navigation by snagging oper¬ 
ations, removing shoals by dredging, and the use of contraction works, 
and holding the improved channel by revetment where necessary; 
(b) the tentative use of two dredges on that part of the river between 
the mouth and Ozark, 318 miles, to determine the practicability of 
permanently improving navigation by means of dredging; and (c) 
the maintenance of existing works, including those at Pine Bluff, Ark. 

The combined project (a) for snagging and permanent works for 
the entire river is held to date from 1902, the river and harbor act 
of that year having made an appropriation for such general improve¬ 
ment, including provisional authority for use of dredge boats, but 
without reference to any definite plan of improvement or estimate of 
cost. In the absence of plans adapted to the construction of perma¬ 
nent works and of funds in sufficient amount to undertake any im¬ 
provements of that character, work under this project lias been con¬ 
fined almost exclusively to snagging operations with Government 
plant, and a small amount of experimental dredging prior to 1910 
with plant loaned by the Mississippi River Commission. 

The tentative project (b) for use of two dredges between the 
mouth of the river and Ozark was authorized by the river and har¬ 
bor act approved June 25, 1910, in accordance with reports printed 




















RIVER AND HARBOR APPROPRIATION BILL. 


321 


in House Document No. 71, Sixty-first Congress, first session, and 
House Document No. 510, Sixty-first Congress, second session, at 
an estimated cost of $349,000 for plant and $118,700 annually for its 
operation. The object of this experimental work is to aid and en¬ 
courage navigation and to determine the effectiveness of improving 
the channel by this method. 

In addition to the revetment built at Pine Bluff under prior ap¬ 
propriations as a part of the works for permanent improvement of 
the river, recent river and harbor acts have made provision for the 
maintenance of the levee built under authority of the act of March 
2, 1907, for the purpose of preventing a cut-off at that place. (See 
H. Doc. No. 71, 61st Cong., 1st sess.) These works are, therefore, 
included among those to be maintained under the present project (c). 

Condition at the end of fiscal year .—Contraction works and bank 
revetment, having in view the permanent improvement of the river, 
have been placed in 12 localities, and at Moores Rocks a channel was 
made by blasting. Except for the maintenance of the harbor at Pine 
Bluff no single improved reach was of sufficient length to be of mate¬ 
rial assistance to river navigation; local benefits, due to the local 
fixation of the channel, have accrued in some cases. At the present 
time the bank revetment and levee at Pine Bluff are the only per¬ 
manent works that are being maintained. So far as the project con¬ 
templates the use of contraction works and revetment to hold the 
improved channel it is less than 5 per cent completed. Dredging op¬ 
erations have been limited to the portion of the river below Pine 
Bluff. One dredge was used during the fiscal year 1915 and two 
dredges during the past year. During the past year the river was ab¬ 
normally high throughout the season when low waters may normally 
be expected. No material benefits have so far resulted from the op¬ 
eration of these dredges. Snagging operations are prosecuted as 
continuously as available funds permit. These make navigation safer 
and easier, but outside of the permanent reaches the benefits are soon 
lost by reason of the additional obstructions brought into the river 
and the shifting of channels following the caving of banks, neverthe¬ 
less there is a continuous slow improvement in channel conditions in 
this respect. In December, 1915, while the reading on Weather- 
Bureau gauge at Little Rock was 4.7 feet, the lowest stage during 
the fiscal year, 3| feet draft could be brought from the mouth of the 
river to Pine Bluff and 3 feet draft could be brought to Little Rock. 
Under average conditions 4 feet draft can be brought from the mouth 
of the river to Little Rock from the middle of February to the mid¬ 
dle of July. Beginning with the latter part of August and continu¬ 
ing to the 1st of December the draft is limited to about 2 feet. In 
years of prolonged drought navigation is suspended because of in¬ 
sufficient channel depth. 

The total expenditures under the existing project to June 30, 


1916, are: 

New work: 

Construction of revetment in Trusty Bend_$60, 000. 00 

Construction of levee near Pine Bluff- 55, 200. 00 

Total for new work_ $115, 200. 00 

IL Kept. 1289, 64-2—-21 






322 


RIVER AND HARBOR APPROPRIATION BILL. 


Maintenance: 

Maintenance of original permanent works, ex¬ 


cepting those at Pine Bluff-$18, 771. 73 

Maintenance of works at Pine Bluff— 

Levee_ 7,760.99 

Revetment--- 247,267.84 

Hydraulic dredging: 

Prior to 1910_ 43, 866. 89 

1910 project- 531,133. 78 

Operating snag boats- 357, 260. 01 


Total for maintenance--$1, 206, 061. 24 


Total under existing project to June 30, 1916- 1, 321, 261. 24 


Effect of improvement. —There has been no material effect on 
freight rates. Snagging operations have made the natural depths 
available. The works at Pine Bluff have so far maintained the in¬ 
tegrity of that harbor. 

Proposed operations. —The funds available for expenditure during 
the fiscal year 1917 will be applied to operating snag boats through¬ 
out the low-water season and to their care and repair during the 
high-water period of the fiscal } r ear ending June 30, 1917; to main¬ 
taining the works at Pine Bluff where the repairs will be completed 
about October 15, 1916; to operating two suction dredges throughout 
the low-water season and to their care and repair during the high- 
water period of the fiscal year 1917. The estimate of $35,000 for the 
fiscal year ending June 30, 1918, is to cover snagging operations. 

Commercial statistics. —Plantation products made up 18 per cent, 
miscellaneous freights 10 per cent, and forest products 72 per cent 
of the commerce for the calendar year 1915. Thirty-nine per cent 
of the total was saw logs in rafts. The reduction in tonnage is at¬ 
tributed to the general depression in the lumber trades; the increase 
in unit value to the increase in package freight out of Pine Bluff. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 

55,228 

$573,089 
812,657 
800,868 

1914... 

79,169 

1915. 

39,966 



Amount expended on all projects from July 3, 1832, to June 30, 

1916: 

New work_$1, 018, 511. 93 

Maintenance___ 2, 553, 532. 77 


Tota 1___ 3, 572, 044. 70 


Balance available for fiscal year ending June 30, 1917_ 309,499. 56 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement__ 35, 000. 00 


WHITE RIVER, ARK. 

Location and description. —This river rises in northwestern Ar¬ 
kansas, flows north into Missouri and thence southeasterly through 
Arkansas, emptying into the Mississippi Biver about 87 miles below 




























RIVER AND HARBOR APPROPRIATION BILL. 


323 


Helena through a mouth common to both the White and Arkansas 
Rivers. The project includes the section from the mouth to Bates¬ 
ville, 301 miles. The total length is 690 miles; the drainage area is 
28,000 square miles, of which 11,150 square miles lies in the Ozark 
Mountains above Batesville. 

Existing project. —The present project is for channel maintenance 
between the mouth of the river and Batesville, 301 miles, by con¬ 
traction works, by the removal of rocks, bowlders, and snags, and by 
dredging. It dates from the river and harbor act of March 3, 1899, 
which contemplated the construction of locks and dams for a portion 
of the river above Batesville, thereby reducing the scope of the open- 
channel improvement project to the river below that town. Since 
1899 the work has been prosecuted under annual appropriations for 
maintenance of channel without reference to any estimate for com¬ 
pletion or to any definite degree of improvement to be obtained, 
except in one instance, when the river and harbor act of March 2, 
1907, authorized the construction of a revetment and levee near 
Augusta for the purpose of preventing a cut-off. The river and 
harbor act of July 27, 1916, authorized work for preventing a cut-off 
at Devall Bluff in accordance with House Document No. 1259, Sixty- 
second Congress, third session. 


Direct snagging operations_$12, 614. 98 

Rebuilding snag boat Quapaw (completion)_ 2, 858. 37 

Total____ 15, 473. 35 


Condition at the end of fiscal year— During the period 1881-1894 
wing dams of brush, gravel, and stone were built at eight localities 
between Batesville and Jacksonport. Only slight traces of these 
works remain, and they are of no consequence at this time. Between 
the period 1890-1894 eight wing dams were built at four localities 
between Newport and the mouth of the river, 257 miles. Seven of 
these are still in place, but rarely visible at dead low water. No 
material benefit has resulted. At three different times a dipper 
dredge was operated between Jacksonport and Batesville, channel 
depths of 3J feet at dead low water being obtained, which lasted until 
the next important freshet. Snagging operations have been under 
way since 1871 and have materially bettered the natural condition of 
the channel. During the entire fiscal year the river was navigable by 
boats of 4 feet draft to Jacksonport. Between Jacksonport and 
Batesville depths of 2 feet or over existed for 11 months. The total 
expenditures under the existing project to June 30, 1916, were: 

For snagging operations_--$186,673.94 

For dredging operations_ 9,913.52 

Augusta Narrows, levee and revetment- 25, 800. 00 

Specials: 

Augusta, for prevention of cut-off- 314.84 

Devall Bluff, for prevention of cut-off- 883. 36 

Little Red River, snagging, 1914- 500. 00 

Total_ 224,085.66 

Effect of improvement. —Snagging operations, by clearing the 
channels, have rendered available for navigation the full natural 
depths of the stream. The improvement has had no material effect 
upon freight rates. 














324 


RIVER AND HARBOR APPROPRIATION BILL. 


Proposed operations .—The funds available for the fiscal year end¬ 
ing June 30, 1916, will be expended in maintenance of channel by 
snagging and dredging operations, the probable expenditures dur¬ 
ing the fiscal year to be about as follows: 


For snagging operations_$19, 500 

For dredging between Jacksonport and Batesville_ 4, 000 

Total_ 23, 500 


The operations outlined above will be carried on during the low- 
water season, which generally ends about the latter part of December. 
The probable balance that will remain on hand June 30, 1917, is taken 
into consideration in preparing the estimate for the additional sum 
of $19,200 to cover work of maintenance in the fiscal year 1918. 
This exceeds the average expended during the preceding three years. 
Because of shortage of plant, little was done in the fiscal year 1915 
and a full operating season was not used in the fiscal year 1916. 

Since the original estimate was submitted for work to prevent a 
cut-off at Devall Bluff changes in the physical conditions have oc¬ 
curred which make the estimate of $14,000 entirely insufficient. The 
cost of the necessary work for this purpose i$ now estimated to be 
$30,500. Changes in the commercial situation have also occurred 
which render this large expenditure of doubtful worthiness, as re¬ 
ported in House Document No. 579, Sixty-fourth Congress, first ses¬ 
sion. Accordingly no additional estimate is submitted for this work. 

Commercial statistics .—Forest products comprised 77 per cent, 
plantation products 4 per cent, and general or miscellaneous freights 
19 per cent of the commerce reported during the calendar year 1915. 
The reduction of commerce shown for that year arises from the gen¬ 
eral depression that existed in the lumber business and an unusually 
high overflow, which began in August and continued into the middle 
of September, overflowing the bottom lands to such an extent that 
logging operations were brought to a standstill for the greater part 
of the autumn. The American Bauxite Co. conducted a short-term 
experiment with the transportation of bauxite from Devall Bluff to 
East St. Louis. It is understood that as a result of this experiment 
they contemplate the construction of special appliances for handling 
a large tonnage of this commodity. 

Com pa ra tire si ate men t. 


Calendar year. 

Short tons. 

Estimated 

value. 

1913.. 

264,817 
253,331 
165,230 

$1,016,305 

1,060,526 

838,414 

1914. 

1915. 



Amount expended on all projects from Mar. 3. 1871. to June 30, 

1916: 

New work-$388,601.57 

Maintenance--- 201, 484. 00 


Total------ 590,085.66 


Balance available for fiscal year ending .Tune 30, 1917_ $34, 131.15 

Amount that can be profitably expended in fiscal year ending .Tune 
30, 1918, for maintenance of improvement 


19, 200. 00 



















RIVER AND HARBOR APPROPRIATION BILL. 


325 


BLACK AND CURRENT RIVERS, ARK. AND MO. 

Prior to the fiscal year 1905, these works were provided for under 
separate appropriations. They were consolidated by the river and 
harbor act of March 3, 1905. 

(a) black river. 

Location and description. —This river rises in the Ozark Moun¬ 
tains in southeastern Missouri and flows in a southerly direction into 
the White River at Jacksonport, total length 300 miles. The section 
from Poplar Bluff, Mo., to Jacksonport, 213 miles, lies in an alluvial 
basin and is under improvement. 

Existing project .—The present project, adopted by the river and 
harbor acts of June 14, 1880, and March 3, 1881, contemplates im¬ 
provement of the river below Poplar Bluff, Mo., 213 miles, by snag¬ 
ging operations, by deepening the water on shoals by wing dams, and 
by concentrating the water into one main channel by the closure of 
secondary channels, at an estimated cost of $80,800, to be expended 
in two working seasons. (Annual Report for 1880, p. 1326.) The 
amount appropriated by river and harbor act of September 19, 1890, 
completed the estimate. That act authorized the maintenance of the 
improvement. While dredging is not specifically mentioned in the 
project, it is necessary as a means of maintenance and has been so 
authorized. 

Condition at the end of fiscal year .—A few wing dams have been 
built and a small amount of dredging has been done, but snagging 
operations constitute the principal activity. These operations have 
made possible all-vear-round navigation to Poplar Bluff, Mo., by 
boats of 18 inches draft and to the mouth of Current River by boats 
of 30 inches draft. As a rule these minimums obtain during only 
two months, August and September. For the greater part of the 
year the load draft of the boats operated on this river is 4 feet below 
Current River and 2-J feet above. The total expenditures under the 
existing project to the end of the fiscal year are: 

For new work_ l_^_$80, 000. 00 

For maintenance_ 165, 547. 26 


Total_ 245,547.26 

Effect of the improvement .—Navigation has been made easier and 
safer and the navigation period extended to all the year round. 
There is no evidence that the improvement has had any material 
effect upon freight rates between river points, but as to freights 
between river and rail points the boats operating on the lower reaches 
of this river and the railways in the same territory now interchange 
freights on through bills of lading. 

Proposed operations and Commercial statistics. —See paragraphs 
applying to both rivers. 

(b) current river. 

Location and description .—This river rises in the Ozark Mountains 
in southeastern Misouri apd flows in a southerly direction into the 
Black River about 5 miles above Pocahontas, Ark.; total length, 200 
miles. At the State line, 41.5 miles above the mouth, the river enters 
the alluvial basin. 






326 


RIVER AND HARBOR APPROPRIATION BILL. 


Existing project. —The present project, adopted by the river and 
harbor act of August 18, 1894, is for the improvement of the river 
from Van Buren, Mo., to the mouth, 94 miles, by snagging operations 
and by contracting the channel at the worst shoals by wing dams, at 
an original cost of $10,000. (Annual Report for 1891, p. 2065.) . The 
appropriation of June 3,1896, completed the estimate. The continua¬ 
tion of the improvement by maintenance is authorized by the river 
and harbor act of March 3, 1899. 

Condition at the end of fiscal year. —Operations under this project 
have been confined solely to snagging operations and the removal of 
bowlders. These operations have rendered available for navigation 
purposes the natural depths of the stream, giving all-year-round 
navigation by boats of 3 feet draft to Blunts, 25 miles; 2 feet draft 
from Blunts to Little Black River, 7 miles; 16 inches draft from 
Little Black River to Missouri State line; and 10 inches draft thence 
through to Van Buren, Mo. The channel between Blunts and the 
State line is becoming filled with obstructions again because of the 
limited amount of work done on this river during the last two sea¬ 
sons. Steam and gasolene boats with a customary load draft of 3J 
to 4 feet ply the lower section of the river below Little Black in con¬ 
nection with timber industries. Small stern-wheeled gasolene- 
engined boats of 8 to 10 inches draft ply the river between Doniphan 
and Van Buren in connection with the movement of farm products 
and supplies. Logs and ties are floated over the entire river. The 
expenditures under the existing project to the end of the fiscal year 
are: 


For new work_:__$10, 000. 00 

For maintenance_ 54, 680. 28 

Total__ 64, 680. 28 


Effect of improvement. —In the lower reaches all-year-round navi¬ 
gation has been provided for the class of boats engaged upon this 
and Black River. Navigation has been made easier and safer 
throughout the other reaches. There is no effect upon railway freight 
rates, since the river is not a competitor with railway lines. The 
improvement serves to give an outlet to railroad points from localized 
isolated territories. 

BOTH RIVERS. 

Proposed operations. —The fund available for the fiscal year ending 
June 30, 1917, will be expended in operating two snag boats on both 
streams until the beginning of the high-water period, which begins 
about the middle of January, and in their care and repair until the 
next low-water season arrives. There will be an available balance at 
the close of the fiscal }^ear 1917, and this has been taken into consid¬ 
eration in the estimate for the fiscal year 1918. 

The amount estimated for the fiscal year ending June 30, 1918, is 
for maintenance of channel by snagging operations in both rivers 
and by dredging operations in Black River below the mouth of Cur¬ 
rent River. The approximate distribution of the additional funds 
needed for that year is as follows: 


Snagging operations, 2 snag boats and 1 chopping party_$1, 500 

Dredging operations by dipper dredge, two months___ 4, 500 

Total additional funds needed_ 6,000 










RIVER AND HARBOR APPROPRIATION BILL. 327 

Commercial statistics. —Logging and kindred industries furnished 
the bulk of the commerce on both streams. Of those reported for the 
calendar year 1915, 97 per cent on Black River and 98 per cent on 
Current River arose from those sources. The falling off of the ton¬ 
nage on Current River is attributed to two causes ;* one was the gen¬ 
eral depression in the hardwood lumber and the railway-tie trade, 
and the other to a serious overflow in August, which flooded the bot¬ 
tom timberlands and restricted the output from them. The same 
causes served to reduce the tonnage on Black River in a minor degree. 
Revival in business along these lines of trade, together with the estab¬ 
lishment of interchange of freights between boats and railways, is 
expected to result in a considerable increase in Black River commerce 
during the ensuing year. 


Comparative statement. 


Calendar year. 

Black River. 

Current River. 

Short 

tons. 

Value. 

Short 

tons. 

Value. 

1913. 

199,535 

169,679 

128,262 

$676,962 
586,674 
467,199 

18,836 
21,512 
6,371 
* ’ 

$140,983 

103,084 

31,855 

1914. 

1915. 



Consolidated. 


Amount expended on all projects from Mar. 3, 1871, to June 30, 

1916: 

New Avork ___,----:-$97, 000. 00 

Maintenance_-_ 220, 227. 54 


Total__ 317, 227. 54 


Balance available for fiscal year ending June 30, 1917- 35,119. 58 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 6, 000. 00 


ST. FRANCIS AND L’ANGUILLE RIVERS AND BLACKFISH BAYOU, ARK. 

(A) ST. FRANCIS RIVER, ARK. 

Location and description. —This river rises in the Ozark Moun¬ 
tains in southeastern Missouri and flows in a southerly direction to 
the Mississippi River, 8 miles above Helena; total length, 460 miles. 
In its physical characteristics it is divisible into four main sections: 
First, the hill section, 120 miles long, above Wappapello, Mo.; second, 
a flat-land section, 84 miles long, between Wappapello and St. Fran¬ 
cis town; third, through the so-called Sunken Lands, 107 miles, be¬ 
tween St. Francis town and Marked Tree, Ark.; and, fourth, below 
Marked Tree, 149 miles. 


(B) L’ANGUILLE RIVER. 

Location and description. —The L’Anguille River has its source 
in the flat lands of Poinsett and Craighead Counties, Ark., whence 
it flows in a southerly direction into the St. Francis, 12 miles above 






















328 


RIVER AND HARBOR APPROPRIATION BILL. 


the mouth of the latter. The present project includes the section 
of the river from its mouth to Marianna, 8 miles. 

§T. FRANCIS AND L’ANGUILLE RIVERS, ARK. 

Existing project. —The existing project is considered to date from 
the river and harbor act of June 13, 1902, which added the improve¬ 
ment of the L’Anguille River to the project for the St. Francis 
River. The project provides for the closure of sloughs and chutes 
in the Sunken Lands of the St. Francis River and for snagging 
operations on the St. Francis from its mouth to Kennett, Mo., and 
on the L’Anguille from its mouth to Marianna. The project con¬ 
templates making the St. Francis navigable at high stages to Ken- 
nett, Mo.; at medium stages to Marked Tree, Ark.; at low stages, to 
a point about 30 miles below Madison, Ark.; and for clearing the 
L’Anguille of such obstructions as interfere with navigation during 
periods when there is sufficient backwater for navigation purposes. 

Condition at the end of fiscal year. —Snagging operations has been 
the only work done under either the previous or the existing project. 
In the earlier operations on St. Francis River a limited amount of 
such work was done above Marked Tree. Of late years all operations 
have been confined to the river below that town. The river is in fine 
condition for navigation by boats of 4 feet draft when at medium 
or high stages. Two feet draft is the limit during ordinary low 
stage, and during lowest waters, which continue on an average for 
about three weeks in the autumn, 12 to 14 inches is the limiting draft 
for a boat 18 or 20 feet wide. The navigation periods for boats of 
5 to 7 feet draft are controlled below Madison in the main by the 
backwater stages of the Mississippi River. The total expenditures 
under the existing project to June 30, 1916, are $71,531.91, all for 
maintenance. 

Effect of improvement. —The improvement has had no material 
effect upon freight rates, except on freights moving between Mari¬ 
anna and Mississippi River points. On such the river rate is slightly 
less than the rail rate. The principal benefit derived from the im¬ 
provement has been the lengthening of the navigation periods. 

Proposed operations. —See paragraph under “ Blackfish Bayou.” 

(C) BLACKFISH BAYOU. 

Location and description. —This stream rises in the west central 
portion of Crittenden County, Ark., flows in a southwesterly direc¬ 
tion, and empties into the St."Francis River about 38 miles above the 
latter’s mouth. Its drainage basin—all flat alluvial land—has an 
area of about 510 square miles. From St. Francis River up to the 
mouth of Fifteenmile Bayou—6 miles—the Blackfish Bayou is 250 
to 3(50 feet wide between banks, with low-water widths of 125 to 150 
feet, and with controlling low-water depths of about 2 feet for the 
first half of the distance and 8 to 10 inches for the last half; this is 
the section covered by the project. Above the mouth of Fifteenmile 
Bayou it is narrow, crooked, and shallow. Its medium and high 
stages are dependent upon the backwater effects of St. Francis and 
Mississippi Rivers. 


RIVER AND HARBOR APPROPRIATION BILL. 


329 


Existing project .—The existing project adopted by the river and 
harbor act of June 25, 1910, in accordance with report printed in 
House Document No. 73, Sixty-first Congress, first session, provides 
for the removal of snags and overhanging timber obstructing the 
channel in connection with similar work on the St. Francis River, 
at an estimated cost of $500 annually. The said act provides that 
of the consolidated appropriation made not exceeding the sum named 
may be expended, in the discretion of the Secretary of War. for the 
purpose stated. 

Condition at the end of the fiscal year— The channel is in excel¬ 
lent condition for navigation during medium and high stages, and 
the full natural depths have been rendered available for navigation 
at all stages. For an average of three months in each spring Missis¬ 
sippi River boats of 6 to 7 foot draft operate here in the movement 
of forest products to Mississippi River points. The total expendi¬ 
tures under the existing project of June 30, 1916, were $2,500. 

Effect of imj)rovement .—This stream is a feeder to the commerce 
of the St. Francis, and its improvement has no effect upon freight 
lates, either rail or water. The commercial benefit derived is through 
the lengthening of the navigation periods by reason of the clearing 
of obstructions from the channel. 


ST. FRANCIS AND l’aNGUILLE RIVERS AND BLACKFISH BAYOU, ARK. 

Proposed operations .—Approximately $6,500 of the funds avail¬ 
able for the fiscal year ending June 30, 1917, will be expended dur¬ 
ing the low-water season of the year in snagging operations in St. 
Francis River below Marked Tree, in Blackfish Bayou below the 
mouth of Fifteenmile, and in L’Anguille River below Marianna. 
The balance that will remain available at the close of the fiscal year 
is taken into consideration in making the estimate for the fiscal 
year ending June 30, 1918. 

The estimated additional amount needed for the fiscal year end¬ 
ing June 30, 1918, is $3,500, of which $3,000 is to be expended in 
snagging operations in St. Francis and L’Anguille Rivers and $500 
in Blackfish Bayou. 

Commercial statistics .—There is no separation of the commerce 
carried over the three rivers. That arising or terminating on Black¬ 
fish Bayou passes over portions of the St. Francis River, as does 
most of that terminating on L’Anguille River. Whenever the 
L’Anguille River is navigable to Marianna regular packet-boat serv¬ 
ice is maintained to that town as part of like service on the St. 
Francis River below Blackfish Bayou. On other portions of the 
river the general commercial freights are handled by small gasoline 
boats, irregularly operated. The movement of forest products, either 
in barge or in raft, constitutes the bulk of the commerce. Such 
products made up 98^ per cent of the total tonnage reported for the 
calendar year 1915. Ninety-two per cent of the forest products 
were saw logs in raft. The cause of the falling off of commerce 
during the calendar year 1915 is attributed largely to general de¬ 
pression in the lumber trades and to continued overflow conditions; 
however, the completion of a railway through the lower St. Francis 
Basin probably had some effect in this reduction. 


330 


RIVER AND HARBOR APPROPRIATION BILL. 


Comparative statement. 


Calendar year. 

Short tons. 

Estimated 

value. 

1913. 

346,557 

296,354 

146,442 

$1,232,178 

1914. 

753,680 

1915... 

462,500 



CONSOLIDATED. 


Amount expended on all projects from Mar. 3, 1871, to June 30, 

1916: 

New work_ $92,000. 34 

Maintenance___ 74, 031. 91 


Total_.__ 166, 032. 25 


Balance available for fiscal year ending June 30, 1917_ 12, 614. 45 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 3, 500. 00 


CUMBERLAND RIVER, TENN. AND KY. 

(A) ABOVE NASHVILLE. 

Location and description .—The Cumberland River is formed by 
the junction of Poor and Clover Forks in Harlan County, Ky., about 
687 miles above its mouth, and flows west to Burnside, Ky., from 
whence it makes a loop into Tennessee, passes Nashville, and returns 
to Kentucky, emptying into the Ohio near Smithiand, Ky. The 
project provides for the improvement of the 326.1 miles of the river 
between Burnside and Nashville and of the 192.6 miles below Nash¬ 
ville. 

Condition at the end of fiscal year .—The work done under previous 
projects of open-channel work resulted in increased depths and im¬ 
proved conditions at the principal obstructions. The modified project 
of canalization providing for the construction of eight locks and 
dams has been completed. These locks and dams provide at extreme 
low water a navigable channel 6 feet deep from Lock 1 (2.6 miles be¬ 
low Nashville) to West Point (125.2 miles above Nashville) ; 6 feet 
deep from Lock 21 to Waitsboro Shoals (25 miles) ; and 4 feet deep 
from Waitsboro Shoals to Burnside (4 miles). The expenditures for 
maintenance have kept the channel from Nashville to Burnside fairly 
free from snags and surface obstructions. The depth at extreme low 
water over the shoalest part of the reach between West Point and 
Lock 21 (70 miles in Tennessee and 101.9 miles in Kentucky) is about 
0.5 foot. In this section, 12-inch navigation is frequently possible 
throughout the year. Sixteen-inch navigation is practically certain 
from December 15 to June 15, and usually possible from December 1 
to August 1. Three-foot navigation is practically certain from Feb¬ 
ruary 1 to May 1, and usually possible from January 1 to June 1. 
Four-foot navigation is usually possible from February 1 to May 1, 
but no period can be fixed during which it is reasonably certain. 
Navigation for vessels drawing over 4 feet is uncertain at all times. 
When the Celina gauge reads 1 foot, 16-inch navigation is practicable, 




















RIVER AND HARBOR APPROPRIATION BILL. 


331 


and for each additional foot of reading on this gauge the navigable 
depth is increased 0.8 foot. The total amount expended under the 
present project was $2,855,583.23 for new work, including payments 
for claims, and $68,266.55 for maintenance, a total of $2,923,849.78. 

Local cooperation. —The river and harbor act of June 25, 1910, 
made appropriation for the completion of Lock and Dam No. 21, on 
condition that local interests provide a suitable landing place con¬ 
venient to the city of Burnside, which should forever be open to the 
public on just and equal terms. Local interests complied with this 
condition by purchasing and conveying to the city of Burnside a 
proper landing place, to be used in accordance with the terms of 
the act. 

Effect of the improvement. —The completion of Lock No. 21 has 
caused a reduction in freight rates of about one-lialf within its pool 
area. Locks Nos. 1 to 7 have caused a reduction in railroad freight 
rates between Nashville and Carthage, 115.8 miles, and in river 
freight rates between Nashville and West Point, 125.2 miles. For 
detailed statement see Annual Report for 1913, pages 2480-2481. 
Between West Point and Lock No. 21 the navigable season was 
lengthened by work under the previous project, and the channel has 
been kept in fairly good condition for navigation at times when the 
stage is sufficient for the passage of river craft. 

Proposed operations. —The funds available for the fiscal year 1917 
will be expended in the maintenance of the channel by the removal 
of snags and similar obstructions. It is proposed to do this work in 
a period of four months with the snag boat and attendant plant, the 
operation and repair of which is estimated at $5,000. The balance 
of the funds available will be held for the payment of incidental 
expenses. With the funds to be appropriated for the fiscal year 1918 
it is proposed to remove the newly accumulated snags, etc., at an 
estimated cost of $5,000, the expenditure to be made in the same 
manner as proposed for the fiscal year 1917. 

Commercial statistics. —About one-half of the total tonnage above 
Nashville uses the improved sections. The total commerce above 
Nashville for the calendar year 1915 amounted to 266,639 short tons, 
valued at $4,317,061. Of the total tonnage, 14 per cent was rafted 
forest products, 22 per cent boated forest products, 7 per cent farm 
products, 7 per cent manufactured articles, 49 per cent sand and 
gravel, and 1 per cent coal, shells, and miscellaneous. The follow¬ 
ing table gives a comparative statement of the total commerce for 
the calendar years indicated: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 • . 

337,824 

314,028 

266,639 

$7,250,766 

6,784,999 

4,317,061 

1914. . 

1915 . 



Omitting sand and gravel and rafted timber products the traffic for 
1913 was 120,559 short tons; for 1914, 116,110 short tons; and for 
1915, 96,355 short tons. 











332 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from Aug. 14, 187G, to June 30. 


1916: 

New work_$3, 221, 836.17 

Maintenance_ 68, 266. 55 


Total_ 3,290,102.72 


Balance available for fiscal year ending June 30. 1917-— 9, 110.65 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 5,000.00 


CUMBERLAND RIVER ABOVE NASHVILLE, TENN.-NEW PROJECT. 

Abstract from the report of the Board of Engineers (in which the 
Chief of Engineers concurs), printed in Rivers and Harbors Com¬ 
mittee Document 10, Sixty-third Congress, second session: 

The distance covered by the survey from Locks Nos. 7 to 21 is about 171 
miles, the fall being 127.5 feet. The original slack-water project for this 
reach provided for the construction of 13 locks and dams, while the present 
survey indicates that the number may be reduced to 10 without undue flooding 
of the banks. The estimated cost of the improvement is in round numbers 
$4,500,000 for first construction and $50,000 per year for operation. 

It appeared from information furnished by parties in interest that the com¬ 
mercial statistics heretofore reported for this section of river were incomplete 
and more or less unreliable. This led to a more thorough investigation of the 
subject, in which the district officer was assisted by the Cumberland River 
Improvement Association. Data now available indicate that there is a com¬ 
merce on the upper Cumberland amounting to about 300,000 tons, which is 
considerably more than heretofore reported. 

The district officer goes into considerable detail regarding the difficulties 
and hardships experienced by the people living adjacent to this section of river, 
due to the entire lack of rail transportation, the uncertain and intermittent 
facilities afforded by the river, and the large annual flood losses of timber and 
farm products stored on the banks awaiting a favorable stage for shipment. 
He also outlines the advantages and benefits that would result from better 
water transportation. He is of opinion that the extent of the present traffic 
and the likelihood of a considerable increase following the completion of the 
slack-water system justify the construction of the additional 10 locks and dams 
required, provided, however, that the States of Kentucky and Tennessee shall 
bind themselves to pay all damages arising from flowage, as well as the cost 
of ascertaining the same. 

The division engineer does not think that the work is justified by the com¬ 
mercial benefits to the general public, but he states that the present inquiry 
discloses important benefits to the locality that indicate the propriety of re¬ 
quiring local cooperation such as is often obtained from a community where it is 
furnished an effective transportation line. He is of opinion that the additional 
work should not be undertaken except on the condition that the States of 
Kentucky and Tennessee, or the local communities affected, shall contribute one- 
half of the estimated cost of construction. Otherwise he concurs with the district 
officer. 

In addition to the information contained in the reports of the district officer 
and in those heretofore submitted, the board has given consideration to state¬ 
ments and arguments made at a hearing given at its office on January 28, 1914, 
which was attended by Hon. Ollie M. James, United States Senator; Hon. John 
K. Shields, United States Senator; Hon. Cordell Hull, Hon. Swagar Sherley, 
Hon. Harvey Helm, Hon. A. O. Stanley, Hon. A. W. Barkley, Hon. .J .W. Byrns, 
Hon. .T. A. Moon, and Hon. Caleb Powers, Members of Congress; Mr. W. E. 
Myer, and Mr. B. L. Quarles, all of whom addressed the board. Attention is 
invited to the record of the hearing forwarded herewith. 

The section of country tributary to the Cumberland River between Locks 7 
and 21, covering a very large area, is practically without any economical trans¬ 
portation facilities, and it appears from, statements made at the hearing that 
there is no prospect of any railroad entering this section, not, however, on 
account of any lack of freight. A large part of this area is covered with timber 
of high value within hauling distance of the river, but under the existing uncer- 









RIVER AND HARBOR APPROPRIATION BILL. 


333 


tainties of navigation it can not he economcally marketed. Much of the land in 
the valley and back in the hills is fertile hut can not he cultivated to advantage 
for the same reason. There are also extensive coal lands that can be made 
tributary to the upper reaches of the river by short-rail connections, and it is 
claimed that these lands will he developed and that coal will he shipped out in 
large quantities. Much stress has been laid upon the fact that the United 
States has undertaken the improvement of both the upper and lower Cumberland 
by locks and dams, wlire the country has the benefit of rail transportation, 
leaving unimproved the section now under consideration, which is without rail 
facilities or the prospect of having any. 

The amount of commerce at present is not extensive when considered in con¬ 
nection with an expensive slackwater improvement, and the amount that may 
be expected in the future is only conjectural, and it is believed that, measured 
by the usual standards applied in considering the question of advisability in 
such cases, it would hardly be sufficient to warrant a favorable recommenda¬ 
tion. It is believed, however, that the present case is exceptional by reason 
of the vast territory affected, with no means of transportation, present or pros¬ 
pective, except by the river, and particularly because of the fact that Congress 
has undertaken the improvement of the river both above and below, leaving 
unimproved this section, the commerce of which must be largely looked to for 
justification of work already undertaken. 

In view of the circumstances, the board concurs with the district officer and 
reports that in its opinion it is advisable for the United States to undertake the 
improvement of the Cumberland River from Lock 7 to Lock 21, as proposed 
by the district officer, at an estimated cost of $4,500,000 for construction, and 
about $50,000 annually for maintenance, provided, however, that the States, 
counties, or other local agencies shall bind themselves to protect the United 
States against any and all claims for damages due to overflow. The project 
should be subject to such minor modification from time to time by the Chief of 
Engineers as experience with the work indicates to be advisable. The first 
appropriation should be $340,000 for securing all lock and dam sites and for 
beginning construction of Lock and Dam No. S. 

( B ) BE1 X) W NA S H VILLE. 

Location and description .—See this heading under “(A) Above 
Nashville." 

Existing project .—The present project, or project of canalization 
of the Cumberland River below Nashville, may be considered to have 
been adopted by the river and harbor act of July 13, 1892, based on 
report of survey dated December 21,1889. (Annual Report for 1890, 
p. 2151.) Under this project seven locks and dams were at first pro¬ 
vided for (Locks A to G). and Lock A, the first of the series, was 
placed in operation in November, 1904. A modification of this 
project was adopted by the river and harbor act of June 25, 1910, 
based on reports of a survey of the lower Cumberland. (H. Doc. No. 
758, 60th Cong., 1st sess., and H. Doc. No. 1481, 60th Cong., 2d sess.) 
This modification contemplates the completion of the canalization by 
the construction of five additional locks, beginning with Lock B, 
51.5 miles below Nashville, and ending with Lock F, the revised loca¬ 
tion of which is 149 miles below Nashville, thus reducing the total 
number of locks from 7 to 6. It also includes dredging the rest 
of the river to the mouth (43.6 miles) to obtain a channel 150 feet 
wide and 6 feet deep at low water. The amount expended for im¬ 
provement work under the present project to June 30. 1910. was 
$419,848.01, representing the expenditure prior to the modification 
of the project, which modification included an estimated cost for 
completing the improvement of $3,164,882.40. The total estimated 
cost for completing the present project is, therefore, $3,584,730.41. 


334 


RIVER AND HARBOR APPROPRIATION BILL. 


and the estimated annual cost for operation and maintenance is 
$40,000. (For map see H. Doc. No. 1481, 60th Cong., 2d sess., p. 8.) 

Condition at the end of fiscal year .—The work done under previous 
projects of open-channel work resulted in increased depths and im¬ 
proved conditions at some of the worst shoals and in the protection 
of a part of the bank of Cumberland Island, at the mouth of the 
river. Under the existing project Lock A was completed November 
24, 1904, at a cost of $390,600. The degree of completion of Locks B, 
C, and D was 85 per cent, 60 per cent, and 77 per cent, respectively, 
at the end of the fiscal year. The construction of the remaining locks 
and dams, E and F, and the proposed dredging between Lock F and 
the mouth were not commenced. The snagging operations have kept 
the channel fairly free of snags and surface obstructions. The exist¬ 
ing project as a whole was 45 per cent completed at the end of the 
fiscal year. Lock A provides 6-foot navigation at extreme low water 
for 38.8 miles up to Lock 1, the first lock constructed under the proj¬ 
ect above Nashville. The depth at extreme low water over the shoal- 
est part of the reach between Lock A and the mouth (151.2 miles) is 
about 0.5 foot. In the section between the mouth and Lock A naviga¬ 
tion for craft drawing up to 16 inches is usually possible throughout 
the year and is practically certain from December 1 to September 10. 
Three-foot navigation is practically certain from December 20 to 
June 15 and usually possible from December 1 to July 20. Five-foot 
navigation is practically certain from January 15 to May 15 and is 
usually possible from December 15 to June 1. Six-foot navigation 
is usually possible from January 1 to May 15, but no period can be 
fixed during which it is practically certain. Sixteen-inch navigation 
is possible when the Clarksville gauge reads about 0.5 foot. When 
the Clarksville gauge reads 1 foot, 16-inch navigation is practicable, 
and for each additional foot of reading on this gauge the navigable 
depth is increased 0.8 foot. The total amount expended under the 
present project, exclusive of outstanding liabilities, was $1,632,172.57 
for new work and $45,292.73 for maintenance, a total of $1,677,465.30. 

Effect of improvement .—The improvement effected under the for¬ 
mer projects undoubtedly facilitated navigation by the removal of 
snags and other obstructions, as well as by the giving of somewhat 
greater low-water depth over the shoal places. The construction of 
Lock and Dam A submerged the shoal, which prior to that formed 
the most serious obstruction to low-water navigation, and gave for the 
38.8 miles below Lock No. 1 of the upper river improvement a nav¬ 
igable depth of at least 6 feet throughout the year. The work on 
Locks B, C, and D will not facilitate navigation until the locks and 
dams are completed and placed in operation; nor can it be expected 
that the lower Cumberland River will be continuously navigable 
until the two remaining locks and dams have been completed. Never¬ 
theless, even in its present condition, the lower Cumberland River 
has a marked effect on railroad freight rates, and the navigable facili¬ 
ties offered by this stream are undoubtedly responsible for the favor¬ 
able freight rates which Nashville has been granted, as compared 
with rates between towns not connected by a navigable waterway. 
The effect of the continuous navigation provided by the canalization 
for the 41.4 miles below Nashville was noted for the immediate 
reduction by about 50 per cent in the rates charged by the Tennessee 


RIVER AND HARBOR APPROPRIATION BILL. 335 

Central Railroad over that part of its line which parallels the pool of 
Dam A. 

Proposed operations. —With the funds available for the fiscal year 
1917 it is proposed to continue the work at Locks B, C and D and to 
let contracts for the construction of Locks E and F, including all con¬ 
crete and bank-protection work on the lock side at each lock. It is 
expected that practically all work at Locks B, C, and D will be com¬ 
pleted during the year, and while the contract work at Locks E and F 
will probably not be completed, it will not be economical to let con¬ 
tracts for a less amount of work than that proposed. The whole of 
the funds available will therefore be either expended or pledged dur¬ 
ing the year. The following estimate is submitted: 

1. Completion of bank protection and the dams at Locks B and C, 


providing principally for labor in connection therewith_$163, 000. 00 

2. Six lock houses at Locks B, C, and D, at $3,500 each_ : _ 21, 000. 00 

3. Construction of Lock E_ 239, 000. 00 

4. Construction of Lock F_ 295, 000. 00 

5. Engineering and contingencies_ 70, 916. 04 

6. Maintenance of channel by open-river work_ 5, 000. 00 


Total_793, 916. 04 


With the funds to be appropriated for the fiscal year 1918 it is pro¬ 
posed to complete all work for Locks B to F, inclusive, and to pro¬ 
vide for an excess over the estimates of the contract work for these 
locks, in accordance with the following estimate: 


Abutment and bank protection at Lock E_$71, 000 

Abutment and bank protection at Lock F_ 76, 000 

Completion of the lockmen’s houses and the improvement of the 

grounds, Locks B to F, inclusive_ 74, 000 

Dam at Lock E___ 75, 000 

Dam at Lock F_ 75, 000 

Steel gates and mscellaneous ironwork__ 40, 000 

Additional contract quantities, etc.. Locks B, C, and D_ 80. 000 

Increased quantities estimated for Locks E and F over last estimate_ 36, 000 

Engineering and contingencies- 105, 000 


Total_ 632, 000 


The proposed improvements are necessary in order to provide suffi¬ 
cient depth in the river below Lock D for navigation throughout the 
year by the principal boats operating in this section of the river. 

Commercial statistics .—About 35 per cent of the total tonnage 
below Nashville uses the improved section. The total commerce 
below Nashville for the calendar year 1915 amounted to 126,949 short 
tons, valued at $2,172,058. Of the total tonnage, 2 per cent was 
rafted forest products, 73 per cent boated forest products, 8 per cent 
farm products, 4 per cent manufactured articles, 12 per cent sand and 
gravel, and 1 per cent miscellaneous articles. The following table 
gives a comparative statement of the total commerce below Nashville 
for the calendar years indicated: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

■-—- 

165,123 

$2,705,431 


153,458 

2,238,207 


126,949 

2,172,058 
































336 


RIVER AND HARBOR. APPROPRIATION BILL. 


Omitting sand and gravel and rafted timber products the traffic 
for 1913 was 152,978 short tons; for 1914, 111,745 short tons; and for 
1915, 109,079 short tons. 

Amount expended on all projects from July 17, 1832, to June 


30, 1916: 

New work_$2, 092,172. 57 

Maintenance___ 45, 292. 73 


Total_ 2,137, 465. 30 


Balance available for fiscal year ending June 30, 1917_ 793, 916. 04 

Amount (estimated) required to be appropriated for completion 

of existing project__ 910, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for works of improvement_ 632, 000. 00 


TENNESSEE RIVER ABOVE CHATTANOOGA. 

Location and description .—The Tennessee River is formed by the 
junction of the French Broad and Holston Rivers in eastern Tennes¬ 
see, 4| miles above Knoxville, flows southwest into northern Ala¬ 
bama, thence in a generally west course across north Alabama, and 
from the northeast boundary of Mississippi nearly due north across 
Tennessee and Kentucky, entering the Ohio River at Paducah, 652 
miles from the junction of the French Broad and Holston Rivers. 

The two important shoal sections designated as the Muscle Shoals 
and the Colbert Shoals (each of which is subdivided by local desig¬ 
nation) have steep slopes, with swift currents and shallow depths. 
The slope in places is as much as 15 feet to the mile; there are cur¬ 
rents in excess of 10 miles per hour; and the minimum available 
low-water depth in places is only 6 inches. Before the construction 
of the Hales Bar Dam the 33 miles of the river beloAV Chattanooga, 
known as the mountain section, also contained serious obstructions 
caused by the excessive slopes and currents and the small depths 
found at the shoals. The remainder of the river consists, as usual 
with rivers of the Mississippi Valley, of a series of pools separated 
by shoals, which on the Tennessee are usually of rock and ordinarily 
covered by a deposit of gravel or sand. Below Big Bend Shoals, 23 
miles below Riverton, there are no rock bars sufficiently near the 
surface to be obstructive to navigation, the obstructions on that sec¬ 
tion consisting entirely of sand and gravel bars. 

Existing project .—The existing project was adopted by the river 
and harbor act of July 25, 1912, in accordance with report printed 
in House Document No. 360, Sixty-second Congress, second session, 
the adopted project being that recommended on the second page 
thereof. It provides for improving 24.6 miles of the river by the 
construction of a concrete lock and dam at the foot of Caney Creek 
Shoals (including cost of fiowage rights), suitable for 6-foot navi¬ 
gation, and for securing throughout the remainder of the 188 miles 
of the section, by rock excavation, by dredging, and by contraction 
works, a channel 150 feet wide and 3 feet deep at extreme low water. 
The estimated cost is $2,225,614.57 (first estimated at $1,600,000) 
for the lock and dam, including fiowage rights, and $1,636,466.78 
(first estimated at $1,057,081.35) for open channel work, a total of 
$3,862,081.35, and $25,000 annually for maintenance. (For map 











RIVER AND HARBOR APPROPRIATION BILL. 337 

see Annual Report for 1913, p. 2492.) The following data relative to 
the proposed lock and dam is given: 

Name of lock: Caney Creek. 

Location: 8 miles below Kingston, Tenn., and 95.8 miles above Chattanooga, 
Tenn., 559.8 miles above the mouth of the river. 

Length of lock between miter sills: 300 feet. 

Width: 60 feet. 

Depth on miter sills at extreme low water: 6.5 feet. 

Lift of dam above extreme low water: 25.7 feet. 

Character of foundation: Rock. 

Kind of dam: Fixed. 

Type of construction: Concrete. 

Estimated cost: $2,225,614.57. 

Condition at the end of the fiscal year. —Surveys and borings had 
been made and a suitable site found for the Caney Creek Lock and 
Dam, but the necessary lands had not been purchased and no con¬ 
struction work had been done. The open channel work was about 
50 per cent completed. Although some of the most obstructive shoals 
have been improved and light-draft traffic has been made possible 
over the entire section, except at periods of extreme low water, it will 
not be practicable to have through traffic between Knoxville and 
Chattanooga throughout the year until the entire project is com¬ 
pleted. The minimum available depth in the section above Chatta¬ 
nooga was about one-half foot at extreme low water, but the river is 
usually navigable for 1-foot draft throughout the year, for 2-foot 
draft from December 15 to September 15, and for 3-foot draft from 
January 1 to July 1. Draft of 4 feet and over is occasionally prac¬ 
ticable for short disconnected periods during the high-water months 
of January to April, inclusive. When the Knoxville and Loudon 
gauges read 0 and —0.5, respectively, 1-foot navigation is practicable; 
and for each additional foot of reading on these gauges 1 addi¬ 
tional foot of navigable depth is practicable. The total amount ex¬ 
pended under the present project, exclusive of outstanding liabili¬ 
ties. was $25,614.57 for the Caney Creek Lock and $798,537.04 for 
open channel work, a total of $824,151.61, all of which was for new 
work. 

Effect of the improvement. —Navigation has been facilitated by the 
improvement of some of the worst localities, but the controlling 
depth over the entire section has not been increased. Until traffic 
between Knoxville and Chattanooga has been made possible through¬ 
out the year no material effect on commerce is expected. 

Proposed operations. —With the funds available for the fiscal year 
1917 it is proposed to complete the improvements at Williams, Lyons, 
Sale Creek, Wasliington-Hazleridge, and Coulter Island Shoals, and 
to begin the improvements at Loudon, North Chickamanga, and 
Chota Shoals. The following estimate is submitted: 

Operation and repair of dredge Tellico , and attendant plant, 12 months, 

at $6,500 per month_$78,000 

Operation and repair of dredge Nolichucky, and attendant plant, 12 

months, at $6,500 per month--- 78, 000 

Operation and repair of dredge Kwasind, and attendant plant, 12 

months, at $6,500 per month- 78, 000 

Reconstruction of floating plant- 25, 000 

Engineering and contingencies- 4S, 000 


Total_ 

H. Rept. 1289, 64-2-22 


307, 000 








338 


RIVER AND HAEBOE APPROPEIATION BILL. 


With the funds to be appropriated for the fiscal year 1918 it is 
proposed to complete the improvements at Loudon, North Chicka- 
mauga, and Chota Shoals, and to begin the open-channel work at 
Sister Island, Half Moon Island, and Cox Island Shoals. The con¬ 
trolling low-water depth on these shoals is only 1-| feet, and this 
prevents navigation throughout the year by the principal boats op¬ 
erating in this section. The following estimate is submitted: 

Operation and repair of dredge Tellico, and attendant plant, 12 months, 

at $6,500 per month_$78, 000 

Operation and repair of dredge Nolichucky , and attendant plant, 12 

months, at $6,500 per month_ 7S, 000 

Operation and repair of dredge Ktvasind, and attendant plant. 12 

months, at $6,500 per month_ 78, 000 

Reconstruction of floating plant_ 36, 000 

Engineering and contingencies_ 55, 000 

Total_ 325,000 

Commercial statistics .—The total commerce above Chattanooga for 
the calendar year 1915 amounted to 402,622 short tons, valued at 
$3,403,995. Of the total tonnage, 6 per cent was rafted forest prod¬ 
ucts, 5 per cent boated forest products, 8 per cent other farm products, 
56 per cent sand and gravel, 4 per cent marble, 18 per cent iron ore, 
2 per cent merchandise, including flour and meal, and 1 per cent mis¬ 
cellaneous, including live stock, coal, steel, cement, machinery, etc. 
The following table gives a comparative statement of the total com¬ 
merce above Chattanooga for the calendar years indicated: 


Comparative state men t. 


Calendar year. 

Short tons. 

Value. 

1913. 

469,685 
305,616 
402,622 

S2,707,363 
2,356,992 
3,403,995 

1914. 

1915. 



Omitting sand and gravel and rafted timber products, the traffic 
for 1913 was 211,000 short tons; for 1914, 134,400 short tons; and for 
1915, 152,992 short tons. 


Amount expended on all projects from Aug. 30, 1852, to June 30, 

1916: 

New work_$1, 572, 563. 52 

Maintenance_ 61, 437.11 


Total_ 1, 634, 000. 63 


Balance available for fiscal year ending June 30, 1917_ 307,183. 49 

Amount (estimated) required to be appropriated for completion 

of existing project- 2, 726, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for works of improvement and for maintenance- 325, 000. 00 


TENNESSEE RIVER-CHATTANOOGA TO RIVERTON. 

HALES BAR TO BROWNS ISLAND. 

Location and description .—See this heading under “ 1. Tennessee 
River above Chattanooga.” 

Existing project .—The existing project was adopted by the river 
and harbor acts of July 25, 1912, and July 27, 1916. It is based on 
























RIVER AND HARBOR APPROPRIATION BILL. 


339 


report dated December 28, 1911 (H. Doc. No. 360, 62d Cong., 2d 
sess.), as modified by report dated July 27, 1916 (K. and H. Com. 
Doc. No. 1, 64th Cong., 1st sess.). It provides for the construction 
of concrete locks with low dams at Widows Bar and Beliefonte 
Island, or for the construction of a concrete lock with high dam at 
Bellefonte Island, provided local interests contribute the cost of all 
claims for flowage damages arising from either type of dam, the 
Secretory of War being authorized ultimately to determine the type 
of dams to be constructed. Six-foot navigation at extreme low water 
is to be provided by the two low dams or the one high dam from 
Bellefonte Island to the Hales Bar Lock. The project also provides 
for open-channel work by dredging and by contraction works to 
obtain a channel 150 feet wide and 5 feet deep at extreme low water 
through all shoals in the 138 miles in the section between the head 
of Browns Island (293 miles above the mouth) and Hales Bar, except 
those in the reach to be canalized. The estimated cost of the locks 
with low dams, exclusive of flowage damages amounting to $22,000, 
is $1,345,000, in addition to the amount of $88,000 made available 
prior to the date of the modified report, and $40,000 required for 
additional excavation in the upper reach of the Widows Bar pool, or 
a total of $1,473,000. The estimated cost of the open-channel work 
below Bellefonte Island is $2,618,000, making the total project esti¬ 
mate $4,091,000. In case of the construction of the lock with high 
dam, the estimated cost will be reduced $160,000. For map see 
Annual Report for 1913, page 2498. 

The following data is submitted relative to the proposed locks and 
dams: 



Name of lock. 

Widows Bar. 

Bellefonte 
(low dam). 

Bellefonte 
(high dam). 

Above mouth. 

408 miles.... 
56.1 miles... 
300 feet. 

392 miles 

72.1 miles. 
300 feet. 

392 miles. 

72.1 miles. 

1 300 feet. 

60 feet. 

6.5 feet. 

17.9 feet. 
Rock. 

Fixed. 

Concrete. 

$1,313,000. 

Below Chattanooga;. 

Length of lock between miter sills. 

Clear width of lock. 

60 feet. 

60 feet. 

Depth on miter sills at extreme low water. 

Lift of dam at e xtreme low water 

6.5 feet. 

8.2 feet. 

6.5 feet. 

9.7 feet. 

Character of foundation . 

Rock. 

Rock. 

Kind of dam. 

Fixed. 

Fixed. 

Type of construction . 

Concrete.... 
$779,000. 

Concrete.... 
$694,000. 

'Pr^tiwiatpff eo^t _ _ ......... 





Condition at the end of fiscal year .—At the end of the fiscal year 
only preliminary work had been done, preparatory to beginning the 
execution of the project. Work under previous projects had im¬ 
proved low-water conditions so as to make light-draft traffic prac¬ 
ticable, except at low water. The minimum available depth in the 
reach between Hales Bar and Browns Island was about 0.8 foot at 
extreme low water, but the river is usually navigable for 15-inch 
draft throughout the year, for 2-foot draft from December 15 to Sep¬ 
tember 1, for 3-foot draft from January 1 to July 1, for 4-foot draft 
from January 1 to May 15. Drafts of 5 and 6 feet are occasionally 
practicable for disconnected periods of different lengths during the 
high-water months of January to April, inclusive. When the Bridge¬ 
port and Decatur gauges read 1 and 0.5, respectively, 2-foot naviga- 


































340 


RIVER AND HARBOR APPROPRIATION BILL. 


tion is practicable, and for each additional foot of reading on these 
gauges one additional foot of navigable depth is practicable. The 
total amount expended under the present project, exclusive of out¬ 
standing liabilities, was $68,217.25, all of which was for new work. 

Local cooperation— The project was adopted by Congress on con¬ 
dition that local interests contribute the cost of all claims for flowage 
damages arising from the lock and dam construction. This condition 
has not been complied with, but it is expected to. begin negotiations 
at once, with a view of securing compliance. 

Effect of improvement. —Navigable conditions were improved by 
work under previous projects, but on account of the small low-water 
depth still prevailing the effect on commerce has been small. 

Proposed operations .—Negotiations will be entered into with the 
view of inducing local interests to contribute the cost of all claims 
for flowage damage arising from the construction of low dams. In 
the event of this cooperation being secured it is proposed to purchase 
the necessary lands and to construct the Widows Bar Lock and abut¬ 
ment. The following estimate is submitted: 


Purchase of lands and construction of Widows Bar Lock_$364,000 

Construction of Widows Bar abutment_ 90, 000 

Excavation in upper reach of Widows Bar pool_ ‘66, 000 


Total_ 520, 000 


Since the construction of the Hales Bar Dam all of the trees along 
the edges of the pool above the dam between the old and new timber 
lines have been killed as a result of raising the water surface. Many 
of these trees have been broken off by wind and waves, leaving 
stumps that become very dangerous to navigation at certain stages 
>nd causing complaints by navigation interests. In the fiscal year 
1918 it is proposed to remove all trees and stumps standing along the 
dges of the pool below the present timber line, at an estimated cost 
f $50,000. As this work can not be paid for out of funds provided 
Oy the permanent indefinite appropriation for operating and care, it 
s recommended that Congress appropriate $50,000 for this work. 

Commercial statistics. —The commerce between Chattanooga and 
Florence for the calendar year 1915 amounted to 171,328 short tons, 
rallied at $9,311,081. Of the total tonnage, 2 per cent was rafted 
timber products, 16 per cent boated timber products, 5 per cent 
grain, 5 per cent cotton and cotton seed, 5 per cent other farm prod¬ 
ucts, 6 per cent fertilizer, 6 per cent merchandise, 15 per cent sand 
tind gravel, 28 per cent miscellaneous, including flour and machinery, 
and 12 per cent oil, cement, brick, and coal. The following table 
gives a comparative statement of commerce for the calendar years 
indicated: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913.. 

192,881 
207,232 
171,328 

813,865,924 
12,334,623 
9,311,081 

1914. 

1915. 


















RIVER AND HARBOR APPROPRIATION BILL. 


341 


Omitting sand and gravel and rafted timber products, the traffic 
for 1913 was 161,300 short tons: for 1914, 151,100 short tons; and for 
1915, 142,540 short tons. 

Amount expended on all projects from July 25, 1868, to June 30, 


1916: 

New work-$1, 049, 669. 75 

Maintenance_ 19 , 671. 41 


Total--- 1, 069, 341.16 


Balance available for fiscal year ending June 30, 1917_ 520,113. 88 

Amount (estimated) required to be appropriated for completion 

of existing project____ 3, 503, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for works of improvement_ 50, 000. 00 


(D) FLORENCE TO COLBERT SHOALS. 

Location and description .—See this heading under “ 1. Tennessee 
River above Chattanooga.” 

Existing project .—The existing project was adopted by the river 
and harbor act of July 25, 1912, in accordance with report printed in 
House Document No. 360, Sixty-second Congress, second session, the 
adopted project being that recommended on the second page thereof. 
The project provides for securing, by dredging and contraction 
works, a channel 150 feet wide and 6 feet deep at ordinary low water, 
or 5 feet deep at extreme low water, through all the shoals in the 21.3 
miles of this subdivision, at an estimated cost of $889,068.17 for 
original work (first estimated at $699,068.17), and $25,000 annually 
for maintenance. The foot of the project section is 235.1 miles above 
the mouth of the river. (For map see Annual Report for 1913, p. 
2498.) 

Condition at the end of fiscal year .—The project was about 90 per 
cent completed. The available extreme low-water depth had been in¬ 
creased from 1 foot to 3 feet. The total amount expended under the 
existing project, exclusive of outstanding liabilities, was $816,624.11, 
all of which was for new work. The navigable condition in this sec¬ 
tion is about the same as that described under “ 3. Tennessee River 
below Riverton.” 

Effect of improvement .—The increased depth has lengthened the 
navigable season for 6-foot draft by about three months. The bene¬ 
fit to navigation has been recent and no effect on commerce has been 
observed. 

Proposed operations .—With the funds available for the fiscal year 
1917 it is proposed to complete the open-channel work at all of the 
shoals now under improvement, thus completing the project before 
the end of the calendar year 1916. The following estimate is sub¬ 
mitted : 

Operation and repair of dredge Tennessee and attendant plant, 4 months- $45, 000 
Operation and repair of dredge Tuscumbia and attendant plant, 4 months- 45, 000 


Engineering and contingencies- 10, 000 

Total__ 100, 000 


The available funds will provide for necessary work of mainte¬ 
nance in the fiscal year 1918. 














342 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics. —Commercial statistics are not collected sep¬ 
arately for this section. For commerce in the entire section beloAV 
Florence, see under “ 3. Tennessee River below Riverton.” 


Amount expended on all projects from July 25, 1912. to June 
30. 1916: 

New work_.$816, 624.11 

Maintenance_ _ 

Amount appropriated by river and harbor act approved July 27,1916_ 120, 000. 00 
Balance available for fiscal year ending June 30, 1917_ 161, 761. 76 


3. TENNESSEE RIVER BELOW RIVERTON. 

Location and description. —See this heading under “ 1. Tennessee 
River above Chattanooga.” 

Existing project. —The existing project was adopted by the river 
and harbor act of July 25, 1912, in accordance with report printed in 
House Document No. 360, Sixty-second Congress, second session, the 
adopted project being that recommended on the second page thereof. 
It provides for open-channel work by rock excavation and dredging 
and bv contraction works to obtain a channel 150 feet Avide and 6 
feet deep at ordinary Ioav water, or 5 feet at extreme low water, 
through all the shoals in the 226.5 miles of the section, at an esti¬ 
mated cost of $724,129.71 (first estimated at $700,129.71) for original 
work and $20,000 annually for maintenance. For map see Annual 
Report for 1913, page 2500. 

Condition at the end of fiscal year. —The project Avas 72 per cent 
completed. The available extreme low-Avater depth had been in¬ 
creased to 3 feet. The total amount expended under the present 
project, exclusive of outstanding liabilities, was $518,754.61 for neAv 
work and $2,395.65 for maintenance, a total of $521,150.26. This 
section of the river is usually navigable for 4-foot draft throughout 
the year; for 5-foot draft from December 1 to September 1; and for 
6-foot draft from December 15 to August 15. Four-foot navigation 
is possible Avhen the Florence gauge reads —0.2. For each additional 
foot of navigable depth add 0.6 on the gauge. 

Effect of improvement. —The increased depth has lengthened the 
navigable season for 6-foot draft by about three months. Freight 
rates have probably been affected, but information as to extent is not 
aATiilable. 

Proposed operations. —With the funds available for the fiscal year 
1917 it is proposed to complete the improvements at all of the prin¬ 
cipal obstructions beloAV Rh^erton and to maintain the completed 
jhannels by the removal of surface obstructions and redredging 
where necessary. The following estimate is submitted: 


Operation and repair of dredge Kentucky and attendant plant 7 

months, at $7,000 per month_$ 49 ; 000 

Operation and repair of dredge Watauga and attendant plant 7 months, 

at $7,000 per month_ 49 5 ooo 

Operation and repair of dredge Tishomingo and attendant plant 7 

months, at $7,000 per month_ 49 ( 000 

Maintenance of the completed channels_ 8, 000 

Engineering and contingencies_ 3 q’ q00 


Total 


191, 000 












RIVER AND HARBOR APPROPRIATION. BILL. 


343 


With the funds to be appropriated for the fiscal year 1918 it is 
proposed to complete the open-channel work at all of the remaining 
shoals in the section and to maintain the completed channels by the 
removal of surface obstructions and redredging where necessary. 
These improvements are necessary in order to provide sufficient depth 
for navigation throughout the year by the principal boats operating 
in this section. The work will be done before the end of the calendar 
year 1918, in accordance with the following estimate: 

Operation and repair of dredge Kentucky, and attendant plant, one-lialf 

month, at $7,000 per month_$3, 500 

Operation and repair of dredge Watauga, and attendant plant, one-half 

month, at $7,000 per month_ 3, 500 

Operation and repair of dredge Tishomingo, and attendant plant, one- 

half month, at $7,000 per month_ 3, 500 

Maintenance of the completed channels_10, 000 

Engineering and contingencies_ 5, 500 


Total-__ 26, 000 

Commercial statistics .—The total commerce below Florence for the 
calendar year 1915 amounted to 471,006 short tons, valued at $5,624,- 
908. Of the total commerce, 3 per cent was farm products; 34 per 
cent rafted logs, lumber, ties, and poles; 3 per cent boated logs and 
lumber; 54 per cent boated ties; and 6 per cent merchandise, flour, 
fertilizer, and miscellaneous. The following table gives a compara¬ 
tive statement of the total commerce below Florence for the calendar 
years indicated: 

Com pa ra tire stal cm ent. 


Calendar year. 

Short tons. 

Value. 

1913 . 

373,625 
480,105 

$6,261,650 
6,130,874 
5,624,908 

1914 . 

1915 . 

471,006 



Omitting sand and gravel and rafted timber products, the traffic 
for 1913 was 427,900 tons; for 1914, 268,800 tons; ancl for 1915, 
311,400 tons. 

Amount expended on nil projects from July 25, 1868, to June 30, 

1916: 

New work_ $965, 503. 67 

Maintenance_ 101, 741. 83 


Total___ 1,067,245.50 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement-—- 16, 000. 00 

For maintenance of improvement- ; - 10, 000. 00 


Total_ 26, 000. 00 


TOLEDO HARBOR, OHIO. 

Location and description .—Toledo Harbor comprises the lower 7 
miles of Maumee River and the channel about 9 miles long through 
Maumee Bay to Lake Erie. It is located at the westerly end of Lake 
Erie 99 miles westerly from Cleveland, Ohio. 




























344 


RIVER AND HARBOR APPROPRIATION BILL. 


Existing project. —The existing project, adopted by the river and 
harbor act of March 3, 1899, provided for a channel 21 feet deep at 
mean lake level, 400 feet wide from deep water in Lake Erie through 
Maumee Bay and Maumee River to Fassett Street Bridge, a distance 
of about 15 miles, and 200 feet wide for a distance of about 1 mile 
farther upstream, terminating in a turning basin 500 feet wide; and 
for a stone-revetted earth dike, 1,000 feet long, to form a foundation 
for range lights in the bay; all at an estimtaed cost of $1,005,000. 
(H. Doc. No. 198, 55th Cong., 2d sess.) 

The river and harbor act of June 25, 1910, modified the project by 
providing for dredging the channel 23 feet deep at mean lake level, 
except in that portion above Fassett Street Bridge, at an additional 
cost of $400,000. (H. Doc. No. 865, 60th Cong., 1st sess.) This esti¬ 

mate was later increased to $500,000. 

The existing project as revised provides for a channel 400 feet wide 
and 23 feet deep from deep water in Lake Erie through Maumee Bay 
and Maumee River to Fassett Street Bridge, a distance of 15 miles, 
200 feet wide and 21 feet deep for a distance of 1 mile above Fassett 
Street Bridge, terminating in a turning basin 500 feet wide; and for 
a stone-revetted earth dike, 1,000 feet long, to form a foundation for 
range lights in Maumee Bay. The total estimated cost of the work 
above described was $1,505,000, with annual maintenance of $35,000. 
For the latest published map of Toledo Harbor, see page 3056 of 
Annual Report for 1914. 

Condition at end of fiscal year. The existing project was about 97 
per cent completed at the end of the fiscal year. A channel 400 feet 
wide and 23 feet deep at mean lake level, extending from deep water 
in the lake through Maumee Bay and River up to Fassett Street 
Bridge, a distance of 15 miles, was completed in October, 1915. The 
full width of the channel has not been maintained, depths on both 
sides varying from 19 to 23 feet. Above Fassett Street Bridge a 
channel 100 feet wide and 21 feet deep has been obtained, but since 
this portion of the river has fallen into complete disuse commercially 
there is no apparent need for completing and maintaining the im¬ 
provement in this locality, and depths have decreased to about 19 
feet. The dike in Maumee Bay was completed in 1906. The maxi¬ 
mum draft available at the end of the fiscal year was 23 feet at mean 
lake level up to Fassett Street Bridge, and 19 feet for 1 mile farther 
upstream. The total expenditures under the existing project to the 
end of the fiscal year amounted to $1,570,279.76, of which $1,267,- 
406.91 was for new work and $302,872.85 was for maintenance since 
1903, prior to which time the amounts expended for works of im¬ 
provement and for maintenance were so involved that it is imprac¬ 
ticable to separate them. 

Local cooperation. —None directly provided by law. The city of 
Toledo has expended about $300,00*0 in dredging and bulkhead ’con¬ 
struction, which has resulted in providing a lagoon near the mouth 
of the river suitable for the winter mooring of vessels and in the 
maintenance of a channel through Swan Creek, which empties into 
Maumee River within the limits of the Federal project. 

Effect of improvement. —The improved channel has made the com¬ 
mercial development of Toledo Harbor possible, about 95 per cent of 
the tonnage being handled in vessels drawing 19 to 20 feet, whereas 


RIVER AND HARBOR APPROPRIATION BILL. 345 

the natural channel was but 12 feet deep. Competition among ves¬ 
sel men as a result of these improvements has reduced rates on the 
principal commodities, ore and coal, below possible competition by 
railroads. Rail rates on grain and certain classes of packet freight 
are probably affected to an undetermined extent by vessel competition. 

Proposed operations. —It is expected that the funds now available 
will be exhausted by June 30, 1917. It is estimated that $35,000 is 
needed for necessary work of maintenance to June 30, 1918. 

Commercial statistics. —-During the calendar year 1915, 88 per cent 
of the total tonnage of the port was coal and iron ore, practically all 
of which was handled in vessels drawing 19 to 20 feet. All vessels 
entering Toledo Harbor pass through 9 miles of the 15 miles of 
improved channel and proceed upstream to the various docks located 
along the 6 miles of river channel. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913.. 

7,510,634 
7,166,172 

$25,355,100 
22,286,168 
33,953,807 

1914. 

1915. 

7,416,834 



Amount expended on all projects from June 23, 1866, to June 


30, 1916: 

New work_•_$2,892,102.36 

Maintenance (since 1903)_ 302,872.85 


Total_ 3,194, 975. 21 

Balance available for fiscal year ending June 30, 1917_$37, 753. 91 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 35, 000. 00 


PORT CLINTON HARBOR, OHIO. 

Location and description .—Port Clinton Harbor comprises the 
lower half mile of the Portage River, which empties into Lake Erie 
at a point 72 miles, westerly from Cleveland, Ohio. 

Existing project. —The existing project was inaugurated by the 
river and harbor act of June 10, 1872 (no printed report), which 
provided for “ Improving Port Clinton Harbor,” no definite project 
being stated. Funds appropriated from time to time since the im¬ 
provement was undertaken have been applied to obtaining and main¬ 
taining a channel across the bar at the mouth of the river. Tim pres¬ 
ent project is regarded as providing for parallel stone and pile jetties 
at the mouth of the river extending to a depth of 12 feet below mean 
lake lavel in the lake, for dredging a channel to a depth of 12 feet, 
and for maintenance of the improvement. It was estimated, in 1883, 
that the improvement would cost $90,000. The river and harbor act 
of July 13, 1892, provided for the purchase of a tract of land ad¬ 
joining the inner end of the west jetty. The purchase was completed 
in 1894. For latest published map of Port Clinton Harbor, see 
House Document No. 815, Sixty-first Congress, second session. 
















346 


RIVER AND HARBOR APPROPRIATION BILL. 


Condition at the end of fiscal year. —The project, except for main¬ 
tenance, was completed. The river entrance had been improved by 
the construction of approximately parallel jetties about 200 feet 
apart, with an aggregate length of 4,180 feet, which were completed 
in 1883. A channel 12 feet deep below mean lake level and from 100 
to 200 feet wide had been provided from deep water in the lake up 
the river for a distance of about 800 feet above the inner ends of the 
jetties. Dredging was completed in 1893. The jetties have dete¬ 
riorated to such an extent that minor repairs will be necessary in the 
near future. The maximum draft available at the end of the fiscal 
year was 11 feet. Total expenditures under the present project to the 
end of the fiscal year were $106,505.54, of whch $71,949.86 was for 
new work and $34,555.68 was for maintenance since 1894, prior to 
which time the amounts expended for works of improvement and 
for maintenance were so involved that it is impracticable to separate 
them. 

Effect of improvement. —Such commerce as exists at this port has 
been made possible by the improvement of the river as. in its natural 
condition, it was entirely unsuited to the needs of navigation. It 
has never been sufficiently developed, however, to accommodate the 
large type of vessels which now handle the bulk commodities—iron 
ore and coal—which form the greater portion of lake commerce. 
Therefore, while of benefit to local small craft, the improvement has 
probably not resulted in any reduction of either rail or water rates. 

Proposed operations .— (a) The work indicated as proposed in the 
last annual report has not yet been done. With funds then on hand 
and additional amount since appropriated, it is proposed to repair 
with riprap the jetties at the harbor entrance. A rock in the channel 
of approach should be removed. Available funds will be expended 
(approximately) as follows: 


Part maintenance of district office_ $100 

Repair of jetties by Government plant, hired labor, and purchase of about 

500 tons of riprap_1.150 

Part maintenance of district inspection boat_ 250 


Total _ 1. 500 

The fund for repair of jetties will probably be expended in a 
single month. Available funds will be exhausted June 30, 1917. 

(6) It is estimated that an appropriation of $500 will be needed 
during the fiscal year ending June 30, 1918, for transaction of Gov¬ 
ernment business pertaining to this harbor and for share of general 
expenses of the district office. 

Commercial statistics. —The commerce of this port is compara¬ 
tively unimportant. It is a base for the fishing industry, and there 
is a limited traffic in lumber and coal. 


Compara tire sta tern en t. 




Calendar year. 

Short tons. 

Value. 

1913. 



6,413 

6,645 

9,009 

8208,555 
222 735 

1914. 

1915. 

162’795 


















RIVER AND HARBOR APPROPRIATION BILL. 


347 


Amount expended on all projects from June 10, 1872, to June 30, 
1916: 


New work-$ 71 , 949 , 86 

Maintenance (since 1894)_ 34,555.68 

Total- 106,505.54 


Balance available for fiscal year ending June 30, 1917_ 1 , 487. 20 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 500. 00 


SANDUSKY HARBOR, OHIO. 

Location and description .—Sandusky Harbor is located in the 
southeasterly portion of Sandusky Bay, a natural harbor, some 22-J 
square miles in area, which opens into Lake Erie and is about 57 
miles westerly from Cleveland, Ohio. It comprises the channel 
through the outer bar and through the bay, a distance of about 2 
miles, and along the city front, which is developed for a distance of 
about L| miles. 

Condition at the end of fiscal year. —The channel authorized by 
the project, described under “ Existing project,” was completed in 
1915; the east jetty had been extended 5,000 feet from Cedar Point, 
work being completed in 1915; a length of 108 feet of the west jetty, 
800 feet of the sill, the spur dike at Cedar Point, and the revetment 
of the slope near the front range light were completed in 1901. The 
protection works, so far as completed, had proved reasonably effec¬ 
tive in maintaining channel depths at the entrance to the bay. The 
protecting works are generally in good condition, except the stone 
sill, which has been leveled off by the action of the seas. A depth 
of 21 feet at mean lake level Avas available throughout the length of 
the channel, although its full width had not been maintained. As 
the project channel has been secured without the construction of 
certain of the proposed protecting works these works are considered 
unnecessary, and the project is regarded as having been completed 
at a saving of $210,000 as compared with the original estimate. 
Total expenditures under the existing project to the end of the fiscal 
year were $820,847.32, of which $729,740.21 was for new work and 
$91,107.11 was for maintenance since 1903, prior to which time the 
amounts expended for works of improvement and for maintenance 
were so involved that it is impracticable to separate them. 

Local cooperation. —None directly provided bv law. The city of 
Sandusky has expended approximately $160,000 in constructing two 
municipal wharves and in excavating rock from the channel in front 
of the city. 

Effect of improvement. —The effect of the improvement has been 
to provide a direct channel used by all vessels entering or leaving 
Sandusky Harbor about 12 feet deeper than the indirect natural 
channel. At least 80 per cent of the traffic of the port is conducted, 
by vessels which avail themselves of the full project depth. Water 
rates on bulk commodities, except grain, have been reduced by im¬ 
proved conditions on the Lakes and by competition among vessel 
men below possible rail competition. 

Proposed operations. —It is expected that funds now available will 
be exhausted June 30, 1917, and an estimate of $10,000 is submitted 
for necessary work of maintenance in the fiscal year 1918. 









348 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics .—The shipment of coal amounts to about 80 
per cent of the total business of the harbor. The remainder of the 
commerce of the harbor is miscellaneous in character and is handled 
by lighter draft vessels. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

3, 253,954 
3,129,776 
3,234,895 

810,593,104 
12, 778,376 
12, 733,219 

1914. 

1915. 



Amount expended on all projects from June 11, 1844, to June 30, 


1916: 

New work_$1, 206, 889. 30 

Maintenance (since 1903)_._ 91,107.11 


Total_ 1, 297, 996. 41 


Balance available for fiscal year ending June 30, 1917_ 14,045. 01 

Amount that can be profitably expended in fiscal year ending 

June 30. 1918, for maintenance of improvement_ 10, 000. 00 


SANDUSKY HARBOR, OHIO-NEW PROJECT. 

\ 

Report of the Chief of Engineers, printed in House Document 982, 
Sixty-fourth Congress, first session. 

The present project for improvement of this harbor was adopted by the act of 
March 3, 1899, and as subsequently modified now provides for a channel 21 
feet deep at mean lake level, 400 feet wide from deep water in the lake to Cedar 
Point, and through the straight channel to the city water front, and 300 feet 
wide along the dock channel, increasing to 550 feet at the westerly end to form 
a turning basin; and for protection works, including an east jetty 5,000 feet 
long, a west jetty 5,550 feet long, a deflecting dike 1,500 feet iong parallel to 
the straight channel in the bay, a short spur at Cedar Point, a brush and stone 
sill extending from the front range light to Sand Point, three short spurs to 
protect the eastern shore of Sand Point, and the revetment of the slope adja¬ 
cent to the channel in the vicinity of the front range light, the estimated cost 
of completion, as revised in 1903, being $1,135,000, after an expenditure of 
$477,149.09 under previous projects. Exclusive of maintenance, there has been 
expended on this project to January 1, 1916, the sum of $729,740.21, resulting 
in securing in all channels the project depth but not the full project width, 
the construction of the east jetty, the short spur from Cedar Point, the revet¬ 
ment of the channel slope in the vicinity of the front range light, S00 feet of the 
sill between this light and Sand Point, and 108 feet of the west jetty. Under 
authority of the act of March 4, 1913, a report was submitted and published in 
House Document No. 871, Sixty-third Congress, second session, in which recom¬ 
mendation was made for an extension of the east jetty to a total length of 6,000 
feet with a pierhead at its outer end, for dredging the outer bar channel, the 
straight channel, and the eastern part of the dock channel to a depth of 23 
feet at mean lake level, and for excavating the western part of the dock channel 
to a depth of 22 feet at mean lake level, at a total estimated cost of $282,000, 
subject to the contribution of $50,000 toward the improvement by the city of 
Sandusky. The district officer now believes that it is advisable to further 
modify the project by increasing the depth of all channels to 23 feet below 
mean lake level, omitting the area in the west dock channel marked “A” on 
the accompanying map, and eliminating from the project the provisions for the 
construction of a sill between Sand Point and the front range light, the three 
small jetties to protect the eastern shore line of Sand Toint, the west jetty, and 
the deflecting dike opposite and parallel to the outer portion of the straight 
channel. The division engineer concurs with the district officer, except as to 





















RIVER AND HARBOR APPROPRIATION BILL. 


349 


the depth of the westerly portion of the dock channel, which he recommends 
be limited to 22 feet on account of excessive cost of rock removal. The Board 
of Engineers for Rivers and Harbors concurs in the views of the division 
engineer. 

I concur in the views of the division engineer and the Board of Engineers for 
Rivers and Harbors, and therefore recommend legislation authorizing a modifi¬ 
cation of the project for improvement of Sandusky Harbor, Ohio, so as to 
eliminate its nonessential features as indicated by the district officer and to 
provide for its completion by extension of the east jetty to a total length of 
6,000 feet, with suitable pierhead; dredging outer channel and straight channel 
400 feet wide and easterly portion of dock channel 300 feet wide, 23 feet deep 
at mean lake level, and excavating westerly dock channel 300 feet to 550 feet 
wide and 22 feet deep at mean lake level, omitting area “A” as shown on map, 
all at an estimated cost of $231,000, and $10,000 annually for maintenance, pro¬ 
vided that the city of Sandusky or other local interests shall contribute toward 
the work the sum of $50,000. The balance of $181,000, to be provided by the 
United States, should be made available in one appropriation. 

HURON HARBOR, OHIO. 

Location and description. —Huron Harbor is located at the mouth 
of Huron River, which flows into Lake Erie 48 miles westerly from 
Cleveland, Ohio. It comprises the lower mile of Huron River, an 
outer harbor some 14 acres in area, and a channel of approach. 

Existing project. —The existing project, adopted by the river and 
harbor act of March 3, 1905 (H. Doc. No. 122, 58th Cong., 2d sess., 
and Annual Report for 1904, p. 3209), provides for rebuilding 580 
feet of the west pier with concrete superstructure, extending it 240 
feet, and constructing a stone-filled, timber-crib pierhead with con¬ 
crete superstructure 50 feet square at its outer end; for a second 
pierhead of the same type and dimensions and 300 feet easterly from 
it; for a rubble-mound breakwater extending from this east pierhead 
to a point on shore 1,200 feet easterly from the channel; for-the re¬ 
moval of the old east pier; for dredging a channel of approach 300 
feet wide and 21 feet deep at mean lake level; and for dredging the 
area of about 14 acres sheltered by the breakwaters to a depth of 21 
feet at mean lake level. The total estimated cost of the work was 
$315,500, with annual maintenance at $2,500. For the latest pub¬ 
lished map of Huron Harbor see House Document No. 5, Sixty-third 
Congress, first session. 

Condition at the end of fiscal year. —The project was completed— 
the jetties in 1908, the dredging in 1911. As a maintenance measure 
the west jetty was extended shoreward 120 feet in 1914, to close a 
breach which'had formed between the river and the lake, endangering 
the channel. Harbor works are generally in good condition, except 
the superstructure of the inner portion of the west pier which is of 
timber construction and is rapidly deteriorating. A depth of 21 
feet at mean lake level was available in the harbor, except in the 
sheltered area in the outer basin which has not been maintained, as 
the area is too restricted for the shelter or maneuver of the large 
vessels. The total expenditures under the existing project to the 
end of the fiscal year were $305,432.60, of which $198,478.43 was for 
new work and $106,954.17 was for maintenance. 

Local cooperation. —None directly provided by law. The Wheel¬ 
ing & Lake Erie Railroad Co. has expended approximately $90,000 
in deepening and maintaining the channel above the limits of the 
Federal improvement. 


350 RIVER AND HARBOR APPROPRIATION BILL. 

Effect of the improvement. —The improvement of Huron Harbor 
has made its commercial development possible, as in its natural con¬ 
dition it was entirely unsuited to the needs of navigation. Rail 
rates have been little affected by the improvement, as 92 per cent of 
the business of the port is the transshipment of iron ore and coal, 
the water rates on which have been so greatly reduced by improved 
conditions on the Great Lakes (of which the improvement of Huron 
Harbor is a part) as to preclude the possibility of rail competition. 

Proposed operations. —It is expected that available funds will be 
exhausted June 30, 1917, and an estimate of $4,000 is submitted for 
necessary work of maintenance in the fiscal year 1918. 

Commercial, statistics. —About 92 per cent of the business of the 
port is the transshipment of coal and iron ore. 

Com para tir e statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

2,557, 932 
1,407,355 
1,406,005 

$6,534,610 
3,790,343 
4,089,159 

1914. 

1915. 



Amount expended on all projects from May 20, 1826, to June 30, 


1916: 

New work_$468, 267. 50 

Maintenance (since 1903)_ 106,954.17 


Total_ 575. 221. 67 

Balance available for fiscal year ending June 30, 1917_ 4, 028. 44 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 4, 000. 00 


VERMILION HARBOR, OHIO. 

Location and description. —Vermilion Harbor is located at the 
mouth of Vermilion River, which empties into Lake Erie at a point 
about 39 miles westerly from Cleveland, Ohio. It comprises the 
lower 3,000 feet of Vermilion River and a channel of approach from 
the lake. 

Existing project. —The existing project provides for improving the 
harbor entrance by constructing parallel piers 125 feet apart, with 
an aggregate length of 2,200 feet, extending from the shore at the 
mouth of the river to a natural depth of 12 feet in the lake, and by 
dredging a channel 100 feet wide and 14 feet deep below mean lake 
level between the piers and beyond them to deep water in the lake. 
The general project was adopted by the river and harbor act of July 
4, 1836, and, by the river and harbor act of March 3, 1875, was 
modified to provide a 14-foot instead of a 12-foot depth, as first 
authorized. (Annual Report for 1874, p. 219.) A thorough repair 
of the piers was authorized by the river and harbor act of March 3, 
1905. (H. Doc. No. 252, 58th Cong., 2d sess.) The estimated cost of 
the work above described was $127,692. No estimate of the annual 
cost of maintenance was made. For the latest published map of 
Vermilion Harbor see page 2128, Annual Report for 1909. 

Condition at the end of fiscal year. —The work contemplated by 
the project was completed about 1878. The river mouth has been 

















RIVER AND HARBOR APPROPRIATION BILL. 


351 


improved by the construction of parallel {hers 125 feet apart and by 
dredging a channel with a general depth of 14 feet at mean lake 
level between the piers to deep water in the lake. The harbor works 
were generally in fair condition at the end of the fiscal year, except 
that minor repairs to the stone superstructure of the west pier have 
become necessary. A mean depth of 13.7 feet at mean lake level was 
available in the jettied channel and the approach thereto. Total ex¬ 
penditures under the existing project to the end of the fiscal year 
were $170,623.43, of which $133,277.55 was for new work and 
$37,345.88 was for maintenance (since 1903), prior to which time 
the amount expended for works of improvement and for main¬ 
tenance were so involved it is impracticable to separate them. 

Local cooperation. —There has been no local cooperation. A small 
amount was expended by the village of Vermilion and local interests 
during the fiscal year 1915 for widening and deepening the river 
above the limits of the Federal project. 

Effect of improvement. —The improvement has made possible the 
limited use of Vermilion Harbor, as in its natural condition it was 
entirely unsuited to the needs of navigation. The improvement has 
had no effect on either rail or water rates, as it does not provide 
facilities for the larger type of vessels which handle the greater part 
of the commerce on the Great Lakes. Vermilion is primarily a fish¬ 
ing harbor, and the facilities are sufficient for the conduct of this 
business. 

Proposed operations. — (a) The west pier is in need of repair to 
prevent the stone superstructure from falling into the channel. The 
balance available will be expended as follows: 


Maintenance of district office and inspection boat_ $350 

Repair of west pier by Government plant and hired labor_4,150 

Total_4, 500 


It is estimated that available funds will be exhausted December 31, 
1916. 

(b) It is estimated that an appropriation of $500 will be needed 
for the fiscal year ending June 30, 1918, for occasional inspection and 
transaction of miscellaneous Government business connected with the 
maintenance of this harbor. 

Commercial statistics. —Vermilion Harbor is almost exclusively 
used by the fishing interests. All vessels entering or leaving Ver¬ 
milion Harbor make use of the improvement. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

748 

$75,000 
112,967 
78,576 

1914. 

1,146 

1915. 

982 



Amount expended on all projects from Mar. 3, 1875, to June 30, 


1916: 

New work_$133, 277. 55 

Maintenance (since 1903)_:- 37,345.88 


Total_ 170, 623. 43 

Balance available for fiscal year ending June 30, 1917-$4, 500. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 500. 00 




















352 


RIVER AND HARBOR APPROPRIATION BILL. 


LOfiAIN HARBOR, OHIO. 

Location and description. —Lorain Harbor is located at the mouth 
of Black River, which flows into Lake Erie about 30 miles westerly 
from Cleveland, Ohio. It comprises an outer harbor some 60 acres 
in area, created by the construction of breakwaters and the lower 3 
miles of Black River. 

Existing project. —The several features of the existing project 
were authorized by river and harbor acts as follows: Act of March 
3, 1899, rebuilding entrance piers, constructing outer breakwaters, 
and dredging in channel between the piers (H. Doc. No. 131, 55th 
Cong., 2d sess., and Annual Report for 1898, p. 2718); act of June 6, 
1900, increasing estimate of cost (Annual Report for 1900, p. 4057); 
act of March 2, 1907, widening Black River from the inner end of the 
easterly Government pier to Erie Avenue Bridge (no printed re¬ 
port) ; act of March 3, 1909, extending west breakwater toward shore 
(no printed report); and act of JiTne 25, 1910, extending break¬ 
waters shoreward and dredging in outer harbor (H. Doc. No. 644, 
61st Cong., 2d sess.). 

The existing project as modified provides for an outer harbor about 
60 acres in area, created by converging rubble-mound breakwaters, 
with an aggregate length of 5,600 feet, and having an entrance 500 
feet wide between pierheads of timber cribs with concrete super¬ 
structure located at the outer ends of the breakwaters and 1,800 feet 
outside the entrance to the channel between the piers; for dredging 
the outer harbor to a depth of 21 feet below mean lake level; for 
parallel piers of timber cribs with concrete superstructure at the 
mouth of the river 300 feet apart and having an aggregate length 
of 2,765 feet; and for dredging the channel between the piers and 
upstream to the Erie Avenue Highway Bridge, a length of about 
3,000 feet, to a depth of 20 feet below mean lake level. The esti¬ 
mated cost of the work above described was $968,479, with annual 
maintenance at $5,000. For the latest published map of Lorain Har¬ 
bor see House Document No. 980, Sixty-fourth Congress, first session. 

Condition at the end of fiscal year. —'The project had been com¬ 
pleted at a cost of about $160,500 less than the original estimate. The 
river entrance had been improved by the construction of parallel 
piers and dredging up to the Erie Avenue Bridge, providing a chan¬ 
nel 21 feet deep at mean lake level and about 250 feet wide. An 
outer harbor about 60 acres in area had been provided by construct¬ 
ing breakwaters and by dredging to a depth of 21 feet below mean 
lake level. The piers were completed in 1908, the breakwaters, in¬ 
cluding pierhead, in 1915, and the dredging in 1913. At the end of 
the fiscal year the harbor works were in good condition. A depth 
of 21 feet at mean lake level was available in the entrance channel, 
the channel between the piers, and over the greater portion of the 
sheltered area of the outer harbor. Expenditures under the existing 
project to the end of the fiscal year were $871,397.06, of which 
$807,715.46 was for new work and $63,681.60 was for maintenance 
since 1903, prior to which time the amounts expended for works of 
improvement and for maintenance were so involved that it is im¬ 
practicable to separate them. 

Local cooperation. —None directly provided by law. The city of 
Lorain has expended approximately $550,000 in obtaining and main- 


RIVER AND HARBOR APPROPRIATION BILL. 


353 


taining a channel in Black River above the Erie Avenue Bridge to 
the plant of the National Tube Co., located about 3 miles above the 
mouth of the river, and in constructing a public dock. The channel 
is 120 to 200. feet wide and 22 feet deep below mean lake level. 

Effect of improvement .—The improvement of Lorain Harbor has 
made its commercial development possible, as in its natural condi¬ 
tion it was entirely unsuited to the requirements of navigation. 
Water rates on the principal commodities—iron ore and coal—have 
been greatly reduced by improved conditions on the Great Lakes, of 
which the improvement of Lorain Harbor is a part. Water trans¬ 
portation enjoys an almost complete monopoly in the movement of 
bulky commodities, which include practically all of the commerce of 
Lorain Harbor. The railroads can not compete for this commerce 
and the rail rates have, therefore, been little affected by the improve¬ 
ment. 

Proposed operations .—It is estimated that necessary work of main¬ 
tenance to June 30, 1918, will cost about $24,700, thus requiring an 
additional appropriation of $5,000, and an estimate for this sum is 
submitted. 

Commercial statistics .—All vessels entering or leaving Lorain 
Harbor make use of the improvement. Iron ore and coal form 98 
per cent of the total tonnage of the port and practically all vessels 
engaged in this trade have a draft of 19 to 20 feet. 

Comparative statement. 


Calendar year. 

Short tons! 

Value. 

1913. 

8,609,897 

4,507,075 

7,010,460 

$23,327,877 

11,517,228 

20,695,954 

1914. 

1915. 



Amount expended on all projects from May 23, 1828, to June 30, 


1916: 

New work_$1, 099, 918. 34 

Maintenance (since 1903)_ 63,681.60 


Total_ 1,163, 599. 94 


July 1, 1916, balance available_ 19,742.14 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 5, 000. 00 


LORAIN HARBOR, OHIO-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 980, 
Sixty-fourth Congress, first session: 

Under the project for improvement of Lorain Harbor there have been con¬ 
structed an east breakwater 2,300 feet long and a west breakwater 3,300 feet 
long. After the beginning of work on the west breakwater in 1906, the beach 
for some distance adjacent to the inner end of the breakwater began to erode. 
The district officer states that the original beach has entirely disappeared and 
the wave action has carried away 20 to 40 feet of the bluff. It seems probable 
that nearly all of the material eroded has been deposited in the westerly portion 
of the harbor. He believes that this erosion has been caused very largely by the 
breakwater structure, and to prevent further shore erosion and consequent fill in 
the harbor he recommends that the west breakwater be extended to the shore, the 

H. Kept. 1289, 64-2-23 



















354 


RIVER AND HARBOR APPROPRIATION BILL. 


cost of which, including a spur 200 feet long to deflect the waves, is estimated at 
$22,500, of which local interests have offered to contribute $3,000. While consid¬ 
erable erosion has taken place on the east side of harbor, the investigation 
indicates that this has not been due to the presence of the breakwaters. The 
division engineer concurs in the views of the district officer. 

The Board of Engineers for Rivers and Harbors concurs with the district offi¬ 
cer and the division engineer as to the advisability of extending the west break¬ 
water to the shore, but it does not believe that the construction of the proposed 
spur is necessary. Omitting this item the estimated cost of the work becomes 
$19,500. 

I concur in the views of the Board of Engineers for Rivers and Harbors, and 
therefore report that the improvement by the United States of Lorain Harbor, 
Ohio, with a view to preventing erosion of banks, if any, caused by the extension 
of the Government breakwaters on either side of the harbor, is deemed advis¬ 
able to the extent of extending the west breakwater to the shore, at an esti¬ 
mated cost of $19,500, provided local interests contribute toward this work the 
sum of $3,000. 

CLEVELAND HARBOR, OHIO. 

Location and description .—Cleveland Harbor is on the south shore 
of Lake Erie at the mouth of the Cuyahoga River, 99 miles easterly 
from Toledo, Ohio, which is at the westerly end of the lake, and 175 
miles southwesterly from Buffalo, N. Y., which is at the easterly end 
of the lake. The harbor comprises the lower 5 miles of Cuj^ahoga 
River and an outer harbor formed by breakwaters about 5 miles in 
length. 

Existing project— The, several features of the existing project 
were authorized by river and harbor acts as follows: Act of June 3, 
1896, rebuilding piers and completing east breakwater (H. Doc. No. 
326, 54th Cong., 1st sess., and Annual Report for 1896, p. 2949) ; act 
of March 3, 1899, as modified by act of June 13, 1902, dredging to 
21 feet and 25 feet depth (H. Doc. No. 156, 55th Cong., 3d sess., and 
Annual Report for 1899, pp. 3075 and 3078) ; act of June 13, 1902, 
new harbor entrance and breakwater extension (H. Doc. No. 118, 
56th Cong., 2d sess., and Annual Report for 1901, p. 3277) ; act of 
March 2, 1907, wharf and storehouse (H. Doc. No. 270, 59th Cong., 
2d sess.); act of June 25,1910, closing gap in east breakwater (report 
not printed). 

The existing project as modified provides for improving the river 
mouth by reconstructing the piers with stone-filled timber cribs and 
concrete superstructure, and enlarging the channel between them to 
a width of 325 feet and a depth of 25 feet below mean lake level for 
a length of about 2,000 feet, measured from the outer end of the 
piers; for increasing the outer harbor area by removing the shore 
arm previously built opposite the foot of East Ninth Street, and 
extending the east breakwater about 3 miles to a point opposite 
Gordon Park with a rubble-mound structure; for repairing the older 
portion of the east breakwater; for deepening the outer harbor to 25 
feet below mean lake level, at the discretion of the Secretary of War; 
for improving the main entrance to the harbor by increasing its 
width from 500 to 700 feet, and protecting it by converging rubble- 
mound breakwaters extending lakeward from the main breakwater; 
and for constructing a stone-filled wooden pile wharf and reinforced 
concrete storehouse at the foot of East Ninth Street. 

The total estimated cost of the work above described was $6,439,456, 
including dredging to a depth of 21 feet in the outer harbor, or 


RIVER AND HARBOR APPROPRIATION BILL. 


355 


$6,626,456, including dredging to a depth of 25 feet in the outer har¬ 
bor. No estimate was made of the annual cost of maintenance. For 
the latest published map of Cleveland Harbor, see page 3278 of 
Annual Report for 1915. 

Conditions at the end of fiscal year .—The project, so far as defi¬ 
nitely authorized by Congress, was regarded as about 95 per cent 
completed. The river entrance channel had been improved by the 
construction of parallel jetties 325 feet apart and dredging to a depth 
of 25 feet at mean lake level up to the New York Central Railroad 
bridge. The piers were completed in 1900 and the dredging in 1909. 
Above the New York Central Railroad bridge the work of widening 
the river had been delayed through inability on the part of the city 
of Cleveland to secure satisfactory title to the required land. The 
outer harbor, about 5 mil'es long, 3,000 to 4,000 feet wide, and about 
1,300 acres in extent, had been formed by the construction of an 
aggregate length of about 28,000 feet of breakwater, completed in 
1915. The harbor thus formed had been closed at its westerly limits 
by an arm extending from the outer breakwater to the shore. The 
main entrance had been widened to 700 feet and protected by con¬ 
verging arms extending lakeward from the east and west break¬ 
waters. The outer harbor had been deepened, 1905-1909, to 25 feet 
at mean lake level throughout the west basin, in the entrance channel, 
and over a portion of the east basin adjacent to the entrance channel. 
Over the remaining portion of the east basin, as far east as East 
Ninth Street, a depth of 21 feet at mean lake level had generally been 
secured. A wrarf was built at the foot of East Ninth Street in 1910 1 
and a storehouse in 1915. Piers and breakwaters were generally in 
good condition at the end of the fiscal year, except that portion of the 
east breakwater between the main entrance and a point opposite the 
foot of East Ninth Street, where the timber superstructure was badly 
decayed. Minor repairs to the rubble mound portion of the east 
breakwater were also necessary. Depths in the entrance channel and 
outer basins have not been maintained. At the end of the fiscal year 
the available depth was about 21 feet at mean lake level. Expendi¬ 
tures under the existing project to the end of the fiscal year were 
$5,991,761.59, of which $5,177,820.74 was for new work and $813,- 
940.85 was for maintenance since 1903, prior to which time the 
amounts expended for works of improvement and for maintenance 
were so involved that it is impracticable to separate them. 

Local cooperation .—None directly provided for by law. River 
widening can not be completed, however, until the city of Cleveland 
secures and turns over to the Government satisfactory title to the 
land required for the purpose. 

Outside of the project, the improvement and maintenance of the 
inner harbor, consisting of about 7 miles of the Cuyahoga River and 
u Old River,” have been assumed by the city of Cleveland, the funds 
required for this work being taken from general and special tax 
levies. There has been expended to date about $3,810,000. The* 
channel width is in general 200 feet, and a depth of about 22 feet 
below mean lake level is maintained. The city has also built a bulk¬ 
head extending along the lake front a distance of about 2,500 feet 
westerly from East Ninth Street and two piers, one of which has 
been leased to passenger-vessel companies. Of these improvements^ 


356 


RIVER AND HARBOR APPROPRIATION BILL. 


the last two items are within the limits of the Federal project for 
the harbor; the others are beyond these limits. 

Effect of improvement .—The improvement has made the develop¬ 
ment. of Cleveland Harbor possible as, in its natural condition, it 
was entirely unsuited to the needs of navigation. Although not 
primarily intended for the purpose, Cleveland Harbor is extensively 
used as a harbor of refuge. Improved conditions on the Great Lakes, 
of which Cleveland Harbor is a part, have resulted in a very great 
reduction in water rates. Water rates on the bulk commodities, iron 
ore and coal, which comprise about 87 per cent of Cleveland’s com¬ 
merce, have been reduced below possible rail competition. Rail rates 
on other commodities have been affected to an indeterminate extent 
by the improvement. 

Proposed operations .—Bids have been received for rebuilding the 
superstructure of 1,550 linear feet of breakwater, and it is proposed 
soon to let a contract for the remaining 1,750 linear feet. It is esti¬ 
mated that the entire work will be completed about July 31, 1917. 
The rubble mound portion of the east breakwater, damaged during 
the storms of November and December, 1913, has not been repaired. 
The present condition is practically the same as immediately after 
the storm, but further and serious damage may result at any time if 
the breakwaters in their present condition are subjected to severe 
storms. The necessary expenditures to June 30, 1918, are estimated 
as follows: 


Part maintenance of district office_ $7, 200 

Harbor patrol boat_ 3, 000 

Maintenance of field office, storehouse, and repair shop_ 10, 700 

Rebuilding with stone the damaged timber crib portion of east break¬ 
water, 3,300 linear feet_ 139, 500 

Repair of 2,000 linear feet of rubble mound east breakwater_ 32, 000 

Operation and maintenance of U. S. dredges Burton 4| months and 

Maumee 1 month_ 20, 500 

Part maintenance of district inspection boat_ 3, 000 

Construction of storehouse_ 2, 800 

Part cost of new district inspection boat and dump scow_ 15, 000 

Dredging shoal areas in outer harbor under contract_ 32, 000 

Complete riprap protection of 2,200 linear feet of west breakwater_ 50, 000 

Repair of 4,000 linear feet of rubble mound east breakwater_ 43, 000 


Total_ 358, 700 


The above work will require an additional appropriation of 
$60,000, and an estimate for this sum is submitted. 

Commercial statistics .—Of the tonnage of the port, 87 per cent is 
iron ore and coal, handled in vessels with a draft of 19 to 20 feet. 
The remaining 13 per cent of the commerce is miscellaneous in char¬ 
acter, including considerable quantities of lumber, stone, grain, 
packet freight, manufactured iron, and oil. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

16,488,083 

10,912,572 

12,631,442 

882,762,000 

50,979,660 

134,949,361 

1914 . 

1915 . 

























RIVER AND HARBOR APPROPRIATION BILL. 


357 


Amount expended on all projects from March 3, 1825, to June 30, 


1916: 

New work-$ 6 , 741, 974. 30 

Maintenance (since 1903)_ 813,940.85 


Total- 7 , 555 , 915.15 


Balance available for fiscal year ending June 30, 1917_ 298, 770. 97 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement__ 60,000.00 


FAIRPORT PI ARBOR, OHIO. 

Location and description. —Fairport Harbor is located at the 
mouth of the Grand River, which empties into Lake Erie 34 miles 
easterly from Cleveland, Ohio. It comprises an outer harbor some 
40 acres in area and the lower mile of Grand River. 

Existing project. —The several features of the existing project 
were authorized by the following river and harbor acts: Act of June 
3, 1896, constructing outer breakwaters and dredging sheltered area 
(H. Doc. No. 347, 54th Cong., 1st sess., and Annual Report for 1896, 
p. 2956) ; estimate of cost modified in 1900 (Annual Report for 1900, 
p. 2349) ; act of March 3, 1905, extending west breakwater to a point 
at or near the shore (Annual Report for 1903, p. 2084, and Annual 
Report for 1905, p. 2349). 

The existing project as revised provides for parallel piers at the 
entrance to the inner harbor about 200 feet apart and 1,100 feet long; 
for an outer harbor about 40 acres in area; the construction of pro¬ 
tecting breakwaters; and dredging to a depth of 20 feet at mean lake 
level in the channels and protected area. The west breakwater, as 
provided by the project, begins on shore and extends north, thence 
northeasterly a distance of 3,378 feet, terminating in a pierhead at 
its outer end. The east breakwater begins at a pierhead located 
600 feet easterly from the west pierhead and extends shoreward a 
distance of 1,350 feet (including pierhead). The river piers are of 
timber crib construction. The breakwaters, except about 830 feet 
of the west breakwater (which is of timber-crib construction), are 
rubble-mound structures. The pierheads are stone-filled timber cribs, 
with concrete superstructures. The estimated cost of the w T ork above 
described was $705,000. No estimate of the annual cost of mainte¬ 
nance was made. For the latest published map of Fairport Harbor 
see House Document No. 206, Sixty-third Congress, first session. 

Condition at the end of fiscal year. —The harbor had been im¬ 
proved by the construction of parallel piers 180 feet apart at the 
mouth of Grand River, the aggregate length of portions now main¬ 
tained being 2,320 feet; by the construction of outer breakwaters 
with a total length of 4,728 feet, sheltering an area of about 40 acres; 
and by dredging the channel between the piers and through the 
outer harbor to a depth of 20 feet at mean lake level, this depth, 
however, having been increased to about 22 feet by natural scour. 
The piers were completed in 1904 and the breakwaters in 1913. The 
project was 96 per cent completed. The only work included therein 
which has not been done is the dredging of a portion of the outer 
harbor, which is not immediately required. The outer ends of both 
piers and the timber superstructure of the timber portion of the west 










358 RIVER AND HARBOR APPROPRIATION BILL. 

breakwater have deteriorated to a considerable extent, but otherwise 
the harbor works are in good condition. Expenditures under the 
existing project to the end of the fiscal year were $757,676.27, of 
which $608,222.09 was for new work and $149,454.18 was for main¬ 
tenance since 1903, prior to which time the amounts expended for 
works of improvement and for maintenance were so involved that 
it is impracticable to separate them. 

Local cooperation .—None directly provided by law. The Balti¬ 
more & Ohio Railroad Co. has expended about $50,000 in obtaining 
and maintaining a channel in the river with an available depth of 20 
feet at mean lake level for about 1 mile above the limits of the Fed¬ 
eral project. 

Effect of improvement. —The improvement has made the commer¬ 
cial development of Fairport Harbor possible, as in its natural con¬ 
dition it was entirely unsuited to the needs of navigation. Improved 
conditions on the Great Lakes, of which the improvement of Fair- 
port Harbor is a part, have resulted in a very great reduction in 
water rates. Water rates on the bulk commodities, iron ore and coal, 
which comprise about 84 per cent of the total commerce of the 
harbor, have been reduced below possible rail competition. Rail rates 
on other commodities have been affected to an indeterminate extent 
by the improvement. 

Proposed operations. —It is expected that available funds will be 
exhausted -about June 30, 1917, and an estimate of $12,000 is sub¬ 
mitted for necessary work of maintenance in the fiscal year 1918. 

Commercial statistics. —Of the tonnage of the port 84 per cent is 
iron ore and coal handled in vessels with a draft of 19 to 20 feet. 
The remianing 16 per cent of the commerce is miscellaneous in char¬ 
acter, including considerable quantities of grain, limestone, and 
packet freight. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

3,156,842 

2,454,304 

3,309,485 

$21,277,106 
12,816,270 
26,118,618 

1914. 

1915. 



Amount expended on all projects from Mar. 3, 1825, to June 30. 

1916: 

New work_ .$977,162.18 

Maintenance (since 1903)__>_ K _ 149,454.18 


Total ___i _1,126,616.36 


July 1, 1916, balance available_ 6,159. 78 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 12, 000. 00 


ASHTABULA HARBOR, OHIO. 

Location and description. —Ashtabula Harbor is located at the 
mouth of the Ashtabula River, which flows into Lake Erie 61 miles 
easterly from Cleveland. Ohio. It comprises the lower If miles of 
the river and about 1 mile of the lake front at its mouth, protected 
by breakwaters, which form an outer harbor about 100 acres in area. 


















RIVER AND HARBOR APPROPRIATION BILL. 


359 


Condition at the end of fiscal year .—Under the earlier projects the 
river mouth was improved by dredging and the construction of paral¬ 
lel jetties, which resulted in obtaining and maintaining a channel 20 
feet deep at mean lake level. The jetties have since been abandoned 
to private interests by whom they have been replaced with bulk¬ 
heads so located as to afford a wider channel. Under the existing 
project, as first adopted, a west breakwater 3,380 feet long and an 
east breakwater 1,200 feet long were built, affording an outer harbor 
of limited'area. 

Under the provisions of the river and harbor act of June 25, 1910, 
the west breakwater was extended shoreward and lakeward to an ag¬ 
gregate length of 6,600 feet; a new outer east breakwater 4,500 feet 
in length was built; the east and west breakwaters were terminated 
with pierheads at their outer ends; and the outer 600 feet of the old 
east breakwater was removed. Breakwaters and pierheads were 
completed in 1915. 

At the end of the fiscal year the harbor works were in good condi¬ 
tion, except the timber section of the west breakwater, the super¬ 
structure of which was decayed to such an extent that it requires 
rebuilding. A depth of 21 feet at mean lake level was available in 
the harbor. 

The project adopted in 1896, and modified in 1910, was completed 
at a cost approximately $518,000 less than the estimates. Of the 
total amount expended, approximately $215,000 was applied to work 
on the west breakwater authorized by the river and harbor act of 
March 3, 1905, the cost of which was not estimated in advance and 
consequently is not included in the estimate of cost as stated under 
“ Existing project.” 

Expenditures under the existing project to the end of the fiscal 
year were $1,717,233.58, of which $1,658,394.16 was for new work and 
$58,839.42 was for maintenance since 1903, prior to which time the 
amounts expended for works of improvement and for maintenance 
were so involved that it is impracticable to separate them. 

Local cooperation. —None directly provided by law. The city of 
Ashtabula expended about $268,000 in widening and deepening the 
channel and constructing bulkheads for a distance of about one-half 
mile at the upper limit of the navigable portion of the river. This 
channel is 150 feet wide and 18 feet deep at mean lake level. The 
maintenance of the channel in the river below this portion has been 
carried on by railroads and other private interests, but it is imprac¬ 
ticable to state the amount expended for this purpose. 

In 1902 and 1906 the Secretary of War under authority of law 
authorized the Pennsylvania Bailroad Co. and the Lake Shore & 
Michigan Southern Bail way Co. (now the New York Central Bail- 
road Co.) to take possession of the west and east jetties, respectively. 
The railroad companies subsequently removed both jetties and re¬ 
placed them with bulkheads so arranged as to increase the channel 
width to about 300 feet. The railroad companies also improved the 
lake front by filling and the construction of slips. The Lake Shore 
& Michigan Southern Bailway Co. under authority of the Secretary 
of War extended the old east breakwater along the dock front a 
distance of 1,200 feet. This improvement, which cost about $116,000, 


360 


RIVER AND HARBOR APPROPRIATION BILL. 


was intended primarily as a protection to the railroad docks, but 
was, nevertheless, beneficial to the general interests of navigation. 

Effect of improvement .—The improvement has made the com¬ 
mercial development of Ashtabula Harbor possible, as in its natural 
condition it was entirely unsuited to the needs of navigation. Im¬ 
proved conditions on the Great Lakes, of which the improvement 
of Ashtabula Harbor is a part, have resulted in a very great reduc¬ 
tion of water rates. Water rates on the bulk commodities iron ore 
and coal, which comprise almost the entire commerce of the harbor, 
have been reduced below possible rail competition and rail rates have 
therefore not been affected by the improvement. 

Proposed operations. — (a) The available balance will be expended 
as follows: 


Part maintenance of district office and inspection boat_$2, 000 

Operation and maintenance of U. S. dredges Burton and Maumee , one- 

half month each_ 3, 700 

Repair superstructure of about 430 linear feet timber portion of west 
breakwater by contract or with Government plant and hired labor_19,100 


Total _,_ 24,800 


It is estimated that available funds will be exhausted about May 
30, 1917. 

(b) It is probable that some dredging will be needed in the west¬ 
erly portion of the outer harbor, as shoals are constantly forming. 
It is estimated that an additional appropriation of $15,000 will be 
needed for maintenance for the fiscal year ending June 30, 1918, to 
be expended as follows: 


Part maintenance of district office and inspection boat_$2, 000 

Operation and maintenance of U. S. dredge Maumee 2 months_ 6, 000 

Part cost of new district inspection boat and dump scow_ 7, 000 


Total _15,000 


Commercial statistics .—All vessels trading at Ashtabula Harbor 
make use of the improvement. Practically the entire commerce of 
the port is the transshipment of iron ore and coal in vessels with a 
draft of 19 to 20 feet. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

15,743,375 

11,833,302 

14,521,729 

$45,952,628 

29,529,689 

45,119,231 

1914. 

1915. 



Amount expended on all projects from May 20, 1826, to June 30, 


1916: 

New work_$2, 223, 586. 43 

Maintenance (since 1903)_ 58,839.42 


Total--- 2, 282, 425. 85 


July 1, 1916, balance available___ 24, 870. 01 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 15, 000. 00 




























RIVER AND HARBOR APPROPRIATION BILL. 


361 


ASHTABULA HARBOR, OHIO-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 997, 
Sixty-fourth Congress, first session. 

Ashtabula Harbor is situated at the mouth of Ashtabula Itiver, 61 miles by 
water east of Cleveland, Ohio. The existing project provides for an outer 
harbor of about 100 acres, protected by breakwaters of a total length of about 
11,000 feet; for the removal of about 600 feet of the outer end of the old east 
inner breakwater, and for maintenance of an outer harbor area to a depth of 
21 feet below mean lake level. All work authorized under the existing project, 
with the exception of maintenance, has been completed. The enlargement of the 
outer harbor in recent years has resulted in centering the commerce at the 
lake front and connecting slips, instead of developing the inner harbor along 
the river. To allow for variations of water level and to provide adequate 
facilities for maneuvering and anchorage of large lake vessels, the district officer 
believes that it is advisable to dredge to a depth of 22 feet at mean lake level, 
or 20 feet at low water, over the area indicated on the accompanying map and 
to extend the west breakwater to the shore in order to prevent the further 
erosion of the shore line and the movement of material into the harbor, all at an 
estimated cost of $83,000; provided that dredging in west basin north of the 
Pennsylvania Railroad Co.’s pier be delayed until the shore line is protected by a 
solid bulkhead. The division engineer concurs in this opinion, subject to the 
further condition that no dredging be done within the harbor line established 
June 21, 1907. 

The Board of Engineers for Rivers and Harbors believes that it is advisable 
to undertake the proposed improvements substantially as estimated, but it 
.recommends, however, that the United States do no dredging in the channels 
south of the west basin, or south of the line ABCD on the accompanying map. 

I concur generally in the views of the district officer, the division engineer, 
and the Board of Engineers for Rivers and Harbors, and therefore report that 
the further improvement by the United States of Ashtabula Harbor, Ohio, is 
deemed advisable to the extent of extending the west breakwater to the shore, 
and dredging to a depth of 22 feet at mean lake level, or 20 feet at low water, 
the area indicated on the accompanying map, not extending, however, south of 
the line ABCD, at an estimated cost of $83,000; provided that dredging in west 
basin north of the Pennsylvania Railroad Co.’s pier be delayed until the shore 
line is protected by a solid bulkhead. The proposed improvement will not 
materially affect the cost of maintaining the harbor, which is now estimated at 
$5,000 per annum. 

CONNEAUT HARBOR, OHIO-MODIFIED PROJECT. 

Report of the Chief of Engineers, printed in House Document 
983, Sixty-fourth Congress, first session: 

2. Conneaut Harbor is situated at the mouth of Conneaut River, 74 miles 
by water east of Cleveland, Ohio. The present project, adopted by the act 
of June 25, 1910, provides for largely increasing the outer harbor area by 
extending the east breakwater 800 feet toward shore and 900 feet into the 
lake, terminating in a pierhead, providing a main harbor entrance 600 feet 
wide; constructing a new outer west breakwater, with pierhead extending west 
1,000 feet, and 3,700 feet toward shore; removing 600 feet of the outer end of 
the old inner west breakwater and 500 feet of the outer end of the east inner 
pier; and dredging in the outer harbor to a depth of 21 feet at mean lake 
level, all at an estimated cost of $1,338,681. The largest lake vessels use 
this harbor and the usual draft is between 19 and 21 feet. In view of the 
occasional depression of the lake level due to seasonal changes and the action 
of winds, the district officer reports that the depths provided by the project are 
insufficient, and he believes that a depth of 20 feet at low water or 22 feet 
at mean lake level should be provided in that portion of the outer harbor used 
by large vessels and in the channel between the inner piers. In order to better 
protect the city front and afford opportunity for future development he believes 
that it is advisable to make a slight change in the direction of that portion 
of the west breakwater still remaining to be built, and he also believes that 


362 


RIVER AND HARBOR APPROPRIATION BILL. 


it is advisable to remove all of the old west breakwater, which obstructs the 
use of the outer harbor. The cost of these additions to the project is estimated 
at $64,835, but it is proposed to omit from the project the removal of the 
outer portion of the east pier and the dredging of the area east of this portion, 
estimated to cost $28,745, making the net additional cost of the project now 
recommended $36,090. The division engineer and the Board of Engineers 
for Rivers and Harbors concur in the views and recommendations of the 
district officer. 

3. After due consideration of the above-mentioned reports I concur in the 
views of the district officer, the division engineer, and the Board of Engineers 
for Rivers and Harbors, and therefore recommend legislation authorizing the 
modification of the project for improvement of Conneaut Harbor, Ohio, so as 
to provide for a depth of 20 feet at low water (22 feet at mean lake level) in 
the channel between the piers and in the outer harbor between the outer 
breakwaters and the limiting lines shown on accompanying map; for removal 
of remaining portion of old west breakwater, and for changing alignment of 
the unconstructed portion of the new west breakwater, omitting the provision 
for removal of outer 500 feet of the east pier and for dredging the area “ M ” 
shown on the map. Funds now on hand are believed to be sufficient to complete 
the project with the changes proposed. 

CONSTRUCTION OF LOCKS AND DAMS ON THE OHIO RIVER. 

For the actual construction of the new locks and dams and the 
operation and care of the completed structures the river is divided 
into four sections under the immediate supervision and direction of 
the district engineer officers at Pittsburgh, Wheeling, Cincinnati 
(first district), and Louisville. The execution of surveys, prepara¬ 
tion of plans for the locks and darns, and other matters pertaining 
to the slack-water improvement of the Ohio River as a whole are 
carefully considered by a special board consisting of these district 
officers and the division engineer. 

The Pittsburgh section extends from the head of the river at 
Pittsburgh, Pa., to Steubenville, Ohio, a distance of 65.7 miles, and 
includes Dams Nos. 1 to 10; the Wheeling section extends from 
Steubenville, Ohio, to a point 2 miles below Huntington, W. Va., a 
distance of 245.2 miles, and includes Dams Nos. 11 to 28; the Cin¬ 
cinnati section extends from a point 2 miles below Huntington, 
W. Va., to a point 2 miles above Madison, Ind., a distance of 242.7 
miles, and includes Dams Nos. 29 to 40; the Louisville section extends 
from a point 50 miles above Louisville and 2 miles above Madison, 
Ind., to Mound City, Ill., a distance of 408 miles, and includes Dams 
Nos. 41 (with the Louisville & Portland Canal) to 54. 

Location and description .—The Ohio River is formed by the junc¬ 
tion of the Allegheny and Monongahela Rivers at Pittsburgh, Pa. 
It flows in a general southwesterly direction and empties into the 
Mississippi River at Cairo, Ill. The total length of the river is 968.5 
miles. 

The existing project was adopted by the river and harbor act 
of June 25, 1910. It contemplates the improvement of the entire 
Ohio River by the construction of locks and movable dams, so 
as to provide a minimum channel depth of 9 feet in the pools formed 
thereby, and widening of Louisville & Portland Canal in accord¬ 
ance with the report submitted in House Document No. 492, Sixtieth 
Congress, first session, or such modification thereof as in the dis¬ 
cretion of the Secretary of War may be advisable, and with a view 
to the completion of such improvements within a period of 12 years. 


RIVER AND HARBOR APPROPRIATION BILL. 


363 


Hie report upon which the project is based gives the original esti¬ 
mate, made in 1906, for work of construction as $63,731,488, in addi¬ 
tion to appropriations previously made. The annual cost of main¬ 
tenance is estimated in said report at $810,000, this amount covering 
the salaries of the lock forces and the cost of repairs and renewals. 
Additional information concerning the project, including a discus¬ 
sion of details of construction, is given in House Document No. 
1159, Sixty-second Congress, third session. The last-named docu¬ 
ment contains a map of the river and its principal tributaries, on 
which is indicated the proposed location of the various dams. The 
total number of locks and dams proposed by the adopted project, 
including those authorized under previous projects (Nos. 1, 2, 3, 4, 5, 
6, 8, 11, 13,18, 19, 26, and 37), was 54. 

A modification of the adopted project to provide increase in the 
minimum width of the Louisville & Portland Canal from 170 to 200 
feet, and also for increasing the width of the proposed new lock at 
No. 41 from 85 to 110 feet, so as to give it the same dimensions as 
other Ohio River locks, was approved by the Secretary of War March 
24, 1911. Dam No. 41 at Louisville is at the upper end of the Louis¬ 
ville & Portland Canal, the lock being at the lower end. This canal 
is 2 miles long and provides passage around the Falls of the Ohio. 

A further modification of the project, omitting Lock and Dam No. 
42, by adjusting the lifts of Dams Nos. 43, 44, 45, and 46 y was ap¬ 
proved by the Secretary of War on September 12, 1913, thus reducing 
to 53 the total number of locks and dams in the approved project. 

Effect of improvement .—The work of canalization of the Ohio 
River is not sufficiently advanced to have any appreciable effect on 
freight rates, but the probable results of the improvement are dis¬ 
cussed at some length in House Document No. 492, Sixtieth Con¬ 
gress, first session. The great future benefit of the improvement will 
be felt only when the slack-water system has been extended far 
enough downstream to permit of continuous navigation at all times 
(except when interfered with by floods or ice) over a longer section 
of the river. It should be noted, however, that the large manufac¬ 
turing concerns state that the certainty of coal delivery by water is 
a much greater advantage than the actual saving in cost, which has 
heretofore been computed as varying from 30 to 50 cents per ton in 
favor of water transportation. 

Proposed operations .—The funds which are available at the end 
of the year from previous appropriations will be variously applied 
at each of the locks and dams now under construction and still un¬ 
finished, to that part of the work the early completion of which will 
be most advantageous to the progress of the particular work. Upon 
those locks and dams which are nearest completion they will be ap¬ 
plied to the placing of the wickets with their different parts, in¬ 
stalling gate-operating machinery or power-house equipment, and in 
placing in proper condition the grounds belonging to the improve¬ 
ment. Where work has not been so far advanced the available funds 
will be applied to cofferdam construction and in placing the masonry 
of lock and dam, depending on the state of the particular work, or 
in paying contractors for such works as are in progress under con¬ 
tract. It is not possible to state definitely the rate at which funds at 
present available will be expended as the rate of progress is con¬ 
trolled largely by river conditions. It may be added, however, that 


364 


RIVER AND HARBOR APPROPRIATION BILL. 


should river conditions be at all favorable it is expected that funds 
available July 1, 1916, will last only a few weeks at some localities 
and will be exhausted at all places before the close of the present 
working season. 

The funds appropriated by the river and harbor act of Juy 27, 
1916, for continuing work of canalization of the Ohio River will be 
applied toward carrying forward or completing those locks and 
dams now in process of construction and for constructing under 
contract the locks only at Nos. 23, 25, and 27, for which latter pur¬ 
pose it is estimated approximately $2,000,000 will be required. 

It is proposed to apply the funds ($5,000,000), for which estimate 
is made in this report to continuing or completing work upon funds 
available July 1, 1916, or those appropriated by the river and harbor 
act of July 27, 1916, will not be sufficient, to commencing the con¬ 
struction of the dams at Nos. 23, 25, and 27, as well as commencing 
the construction of such additional locks and dams in serial order 
downstream as may be possible with funds available. 

Commercial statistics .—About 57 per cent of the tonnage for the 
calendar year 1915 was coal and the remainder miscellaneous freight. 

Comparative statement. 



Short tons. 

Value. 

Passen¬ 

gers. 

Calendar year 1913: 

Through locks and open river. 

Ferries... 

8,412,603.8 

1,401,519.5 

$40,940,511.71 
36,086,390.07 

1,320,952 

2,949,834 

Total. 

9,814,123.3 

77,026,901.78 

4,270,786 

Calendar year 1914: 

Through locks and open river. 

Ferries. 

7,589,161.5 
1,941,148.0 

38,068,685.74 
55,225,794.14 

1,307,728 

2,648,183 

Total. 

9,530,309.5 

93,294,479.88 

3,955,911 

Calendar year 1915: 

Through locks and open river. 

Ferries. 

7,346,357.8 
1,926,826.5 

50,906,170.52 
137,604,744.20 

1,919,351 

3,098,024 

Total. 

9,273,184.3 

188,510,914.72 

5,017,375 



Amount expended on all projects from Mar. 3, 1875, to June 30, 

1916, new work_$39, 603, 695. 25 


Balance available for fiscal year ending June 30, 1917_ 5, 801,115. 54 

Amount (estimated) required to be appropriated for completion 

of existing project_ 33, 265, 488. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for works of improvement_ 5, 000, 000. 00 


HARBOR AT ONTONAGON, MICH. 

Location and description .—The harbor is situated on the south 
shore of Lake Superior, 138 miles east of Duluth and 274 mijes west 
of Sault Ste. Marie. It consists of the improvement of the mouth 
of Ontonagon River. 

Existing project .—The existing project provides for a channel 150 
feet wide, 17 feet deep through the bar in the lake, 100 feet wide and 
15 feet deep between the entrance piers, and two short channels 75 































RIVER AND HARBOR APPROPRIATION BILL. 


365 


feet wide and 15 feet deep leading from the inner end of the Govern¬ 
ment piers to the nearest end of the principal wharves on each side 
of the river, all at an estimated cost of $15,400 for improvement and 
$9,000 annually for maintenance. (H. Doc. No. 602, 61st Cong., 2d 
sess., which contains the latest published map.) It was adopted by 
the river and harbor act of June 25, 1910. The plane of reference is 
low-water datum, which is 601.75 feet above mean tide at New York. 

Conditions at the end of fiscal year .—The channels provided for in 
the present project were completed with the exception of about 75 
feet of the south end leading to the wharf on the east side of the 
river. They have been maintained by dredging. The project is 
about 98 per cent completed. The depth has been increased from 8 
to 15 feet. Serious shoaling between the piers and on the bar in 
the lake approach occurred this spring. A contract has been let 
and a dredge is now at work removing the shoals. A maximum 
draft of 11 feet can now be carried to the lumber wharf on the east 
side of the river. The short channel to the wharf on the west side 
of the river has an available depth of only 6 feet and will not be 
dredged this season, as no shipping will be done from it. The total 
expenditure under the present project is $59,349.74, of which $4,260 
was for improvement and $55,089.74 for maintenance. 

Effect of improvement .—All classes of vessels using this harbor 
are dependent on the Government improvements. About 94.5 per 
cent of the vessels engaged in business at this harbor in 1915, and 
carrying 28 per cent of the total amount of freight moved, required 
a draft of from 6 to 10 feet. The balance (about 5.5 per cent) carry¬ 
ing 72 per cent of the total freight, required a draft of 12 to 14 feet. 

Proposed operations .—The available balance of $10,225.26 will be 
expended for maintenance in repairs to piers, dredging to remove 
shoals, operation of United States floating plant, and administration 
and contingencies as follows: 


Dredging to remove shoals: Operation of U. S. dredge Gaillard, tug, 

and scows, in part_ 

Repairs to piers: 

Operation of United States derrick, scow, and tug, in parU- 

Purchase of materials, timber, iron fastenings, rock, etc_ 

Administration and contingencies- 


$6, 500. 00 

700. 00 
800. 00 
2, 225. 26 


Total_ 10, 225. 26 

The funds will he exhausted early in the season of 1917. 

Deposits from the river during freshets fill up the channels, which 
necessitates dredging annually. Because of the necessity for dredg¬ 
ing, and of small appropriations for a number of years, the piers 
have been neglected and are now in a bad state of decay, requiring 
extensive repairs to the superstructures. It is proposed to make 
these repairs as fast as possible. It is estimated that $9,000, in addi¬ 
tion to the funds now available, will be required for maintenance 
during the fiscal year 1918. 

This work is all for maintenance, and will be done by Government 


plant, as follows: 

Operation of U. S. dredge Gaillard, tug, and scows, in part-$4, 500 

Operation ot U. S. derrick scow No. 7, and tug, in part- 1, 500 

Purchase of materials, timber, iron fastenings, and rock- 2, 000 

Administration and contingencies- 1, 000 


Total--- 9, 000 














366 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics .—Receipts consisted principally of ma¬ 
chinery and fish; shipments consisted principally of machinery and 
lumber. 


Comparative statement. 


Calendar years. 

Short tons. 

Value. 

1913. 

8,525 
12,032 
4,697 

$120,609 
162,851 
395,748 

1914 . 

1915 . 


Amount expended on all projects from Mar. 2, 1867, to June 30, 

1916: 

New work_$289, 061. 24 

Maintenance_ 168, 416. 50 


Total_ 457, 477. 74 


Balance available for fiscal year ending June 30. 1917_ 10, 225. 26 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 9, 000. 00 


HARBOR OF REFUGE AT GRAND MARAIS, MICH. 

Location and description .—The harbor is situated on the south 
shore of Lake Superior 313 miles east of Duluth, Minn., and 90 miles 
west of Sault Ste. Marie, Mich. It is a natural deep-water bay, hav¬ 
ing a length of 2 miles, width of three-eighths mile, an area of 240 
acres, and a depth of 18 to 57 feet. 

Existing project. —The existing project was adopted by river and 
harbor act of June 14, 1880, pursuant to which plans were approved 
by the Secretary of War August 5, 1881. (Annual Report for 1881, 
p. 2050.) It provides for the construction of parallel timber-crib 
piers 500 feet apart—aggregate length 3,450 feet—extending out to 
a depth in the lake of 22 feet at ordinary low water (which is 601.75 
feet above mean tide at New York, or 0.5 foot below mean lake level, 
1860-1875), and dredging a channel between the piers at the low- 
water datum 300 feet wide and 18 feet deep at the harbor end, and 
500 feet wide and 20 feet deep at the lake end, all at an estimated cost 
of $450,000. No estimate for maintenance. The project was ex¬ 
tended in 1894 to provide for closing the natural entrance, 5,770 feet 
wide, by a pile dike at an estimated cost of $34,000, making a total 
estimated cost of the entire project of $484,000. (Latest published 
map, Annual Report for 1903, p. 1826.) 

Condition at end of the fiscal year— Parallel piers were built 500 
feet apart, 1,912 and 1,545 feet long, respectively, including a pile re¬ 
vetment 100 feet long at the inner end of each pier ; a channel 250 feet 
wide and 18 feet deep dredged between the piers from the lake to the 
bay ; and a. pile dike built in 1895-1897 to close the natural entrance, 
which Avas 5,770 feet in width. Except for some shoaling along the 
east side the channel between the piers is maintained to about the 
project depth by the scour of the currents, but shifting sand moving 
along the shore from the west forms a bar about 300 feet wide across 
the lake approach of the entrance Avhich requires dredging annually. 
The project is about 85 per cent completed. There remains to be 
constructed 193 linear feet of crib piers not now required and dredg- 


















RIVER AND HARBOR APPROPRIATION BILL. 367 

ing to widen the inner portion of the channel, now 250 feet wide, to 
the project width of 300 feet. 

A maximum draft of only 15 feet can be carried through the chan¬ 
nel because of a bar which has formed in front of the entrance. This 
will be removed during the present season. The total expenditure 
of the modified project up to the end of the fiscal year, not including 
outstanding liabilities, is $355,885.29 for improvement and $207,391.66 
for maintenance, a total of $563,276.95. 

Effect of improvement .—No rail connection exists. This harbor is 
primarily a harbor of refuge and as such has been of unquestioned 
benefit to commerce. Without the aid afforded by Government im¬ 
provements this harbor would be inaccessible to vessels drawing more 
than 7 feet. During the navigation season of 1915, 80 per -cent of the 
vessels making use of this harbor, and representing 12.64 per cent 
of the total registered tonnage, with a draft of 6 to 8 feet, carried all 
of the freight received at and shipped from the harbor. The balance 
of the vessels (20 per cent in number, and 87.36 per cent of the regis¬ 
tered tonnage), requiring a draft of 12 to 20 feet, entered this harbor 
for shelter. 

Proposed operations .—Operations for the fiscal year ending June 
30, 1918, will consist of dredging to maintain the entrance channel 
and such minor repairs to piers as are necessary. A bar which forms 
in the lake in front of the entrance requires dredging annually of 
late years, and the piers need minor repairs where damaged by ice 
and ordinary decay. The available balance of $12,458.69 will be 
expended for maintenance, as follows: 

Dredging to remove shoals: Operation of U. S. dredge Gaillard, tug, 


and scows, in part_$8, 000. 00 

Repairs to piers: 

Operation of United States derrick scow and tug, in part_ 1, 200. 00 

Purchase of materials, etc- 800. 00 

Administration and contingencies_ 2, 458.16 


Total_ 12, 458.16 


The dredging will be done in the working season of 1916. The 
funds wall be exhausted early in the season of 1917. 

Additional funds will be required for maintenance in removing 
shoals and repairs to piers during the fiscal year ending June 30, 
1918, and the following estimate is submitted: 


Operation of U. S. dredge Gaillard , tug, and scows, in part-$6, 000 

Operation of U. S. derrick scow No. 7 and tug, in part- 1, 000 

Purchase of materials, timber, rock and iron fastenings- 1, 000 

Administration and contingencies- 2, 000 


Amount to be appropriated-10, 000 

Commercial statistics .—Eeceipts consist principally of miscella¬ 
neous merchandise and fish; shipments consist of fish. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 


330 

656 

710 

$49,084 

98,600 

115,700 





























368 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from June 14, 1880, to June 30, 


1916 : 

New work_$355, 885. 29 

Maintenance_:_ 207, 391. 66 


Total_ 563, 276. 95 


Balance available for fiscal year ending June 30, 1917_ 12, 458. 69 

Amount (estimated) required to be appropriated for completion of 

existing project_:_ 45, 401. 68 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 10, 000. 00 


ST. JOSEPH HARBOR AND RIVER, MICH. 

(A) ST. JOSEPH HARBOR, MICH. 

Location and description. —This harbor is located on the east shore 
of Lake Michigan, about 60 miles from Chicago. The harbor is 
formed by the lower part of the St. Joseph River, and extends from 
Lake Michigan along the city front of St. Joseph to the Benton Har¬ 
bor Canal and thence along the canal to Benton Harbor. The river 
enters Lake Michigan through a channel protected by piers and 
revetments. 

Existing project. —The existing project provides for the extension 
of the north pier 1,000 feet to the 20-foot contour, and the south pier, 
parallel to the north pier, 1,800 feet to the 18-foot contour; for dredg¬ 
ing the entrance to the harbor and a space 150 feet wide along the 
city front of St. Joseph to a depth of 18 feet, and the Benton Harbor 
Canal and a turning basin at the mouth of St. Joseph River to a 
depth of 15 feet; all at an estimated.cost of $380,000 and $10,000 
annually for maintenance. The project depths are referred to low 
water, which is 2 feet below mean lake level 1860-1875. This proj¬ 
ect was adopted by the river and harbor act approved March 3, 1899, 
as per House Document No. 307, Fifty-fifth Congress, second session, 
which contains the latest published complete map. The complete 
plan of improvement includes the maintenance of the piers and revet¬ 
ments built under previous projects. The width between piers is 325 
feet at the entrance narrowing to 250 feet 

Condition at the end of fiscal year. —The pier constructionu pro¬ 
vided for by the project was completed in the fiscal year 1904, the 
piers and revetments having lengths, respectively, of 2,854 feet on 
the north side and 2,603 feet on the south side. Dredging in the fiscal 
year 1907 completed the project depths. The total length of channel 
from the entrance to the inner end of the Benton Harbor Canal is 
about 2.1 miles. The condition of the piers and revetments is good, 
with the exception of the inner portions, which need rebuilding. The 
controlling depths below low water at the end of the fiscal year were 
18 feet between the piers, about 17 feet thence to the mouth of the 
Benton Harbor Canal, and 14 feet in the canal. The total amount 
expended under the existing project to June 30,1916, was $429,832.30, 
of which $303,093.38 was for new work and $126,738.92 for mainte¬ 
nance. Annual dredging is required for maintenance. 

Local cooperation—There were no requirements as to local cooper¬ 
ation. The construction of the revetments and wharves of the inte¬ 
rior channel and a portion of the Benton Harbor Canal was at the 
expense of the local interests. 











RIVER AND HARBOR APPROPRIATION BILL. 


369 


Effect of improvement. —The freight rates by vessels to Chicago 
are about 10 per cent less than the corresponding railroad rates. 
The principal benefit to commerce is better facilities for shipping 
manufactured and agricultural products and for carrying passengers, 
especially in the summer-resort season. 

Proposed operations. —The funds for maintenance were exhausted 
June 30,1916. The river and harbor act approved July 27,1916, pro¬ 
vided $36,500 for maintenance, which will be used for repair of the 
north revetment, maintenance dredging, incidental repairs, surveys 
and superintendence, and contingencies, and will be exhausted by the 
end of the calendar year 1917. 

Annual dredging is required to restore full project depths and 
maintain them and the harbor structures require repairs and re¬ 
newals. The inner portion of the south revetment is in need of 
almost complete rebuilding above and below the water line, and the 
decking on part of the piers is in bad repair, all on account of decay 
due to age. The following estimate for maintenance is submitted for 
the fiscal year ending June 30, 1918: 


Repair of 819 feet of south revetment___$30, 000 

Repairs to decking on piers and minor dredging_ 1, 500 

Survey and inspection steamer Hancock _ 800 

Annual survey, superintendence and contingencies_ 700 


Total_ 33, 000 


Commercial statistics. —The commerce for 1915 was 41 per cent 
crushed stone and sand, 33 per cent fruit and vegetables, and the bal¬ 
ance was largely miscellaneous merchandise, vinegar, and pickles, and 
paper. There was a decrease in receipts of crushed stone and an 
increase in shipments of fruit and vegetables, and of sand. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

84,795 
99,5.50 
104,192 

$5,232,285 

6,209.910 

4,975,736 

1914 . 

1915. 



Amount expended on all projects from July 4, 1836, to June 30, 

1916: 

New work_ : _$806, 206. 61 

Maintenance- 126, 738. 92 


Total___ 932, 945. 53 


Balance available for fiscal year ending June 30, 1917- 36, 500. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 33, 000. 00 


(B) ST. JOSEPH RIVER, MICH. 

Location and description. —St. Joseph River rises in Michigan, 
flows southwestward into Indiana, thence northwest, and empties 
into Lake Michigan at St. Joseph. 

LI. Rept. 1289, 644 


-24 
























370 


RIVER AND HARBOR APPROPRIATION BILL. 


Existing 'project. —The project provides for securing a depth of 
2 to 3 feet at low water from St. Joseph to Berrien Springs, a dis¬ 
tance of about 22 miles, by building wing dams, making cuts through 
the shoals, and removing snags, at a cost of $11,300. The project 
was adopted by the river and harbor act approved August 11, 1888. 
(Annual Report for 1880, pp. 2049-2055.) There is no adopted 
estimate for annual maintenance. There is no published map. 

Condition at the end of fiscal year. —Some of the worst places had 
been improved in a temporary way from year to year so that steam¬ 
boats with draft of 3 feet or less operated between St. Joseph and 
Berrien Springs up to 1908; since 1908 little use of the river has been 
made, and this use has been confined to the lower 7 miles for gasoline 
boats of about 26 inches draft. The available depths at usual sum¬ 
mer stage are about 3 feet in the lower 9 miles and 2 to 2.5 feet in the 
remaining portion to Berrien Springs. The total amount expended 
under the existing project to June 30, 1916, was $8,606.39, of which 
$4,555.49 was for new work and $4,050.90 for maintenance. 

Effect of improvement. —Prior to the building of electric railway 
lines on both sides of the river and prior to the purchase of the river 
steamboats by one of these lines, in 1908, the improvement was of 
benefit, in a very limited way, for transportation of farm products. 
At present, even if completed as originally planned, it would be of 
little benefit to commerce. 

Proposed operations. —The funds available for maintenance will 
be reserved for surveys or examinations when required. Logging 
and snagging operations with dredging are necessary every few 
years to keep open the river channel. The following estimate is 
therefore submitted for the fiscal year ending June 30, 1918: 

Maintenance by logging, snagging, and dredging_$1,000 

Commercial statistics. —The only commerce in 1915 was on the 
lower 6 miles of the river, where one gasoline boat made 250 round 
trips, carrying passengers and campers’ outfits and supplies. Some 
sand and gravel was dredged from this portion of the river for com¬ 
mercial use. The commerce for 1913 and 1914 was similar to that 
for 1915. 

Amount expended on all projects from August 11, 1888, to June 30, 

1916: 

New work_$4, 555. 49 

Maintenance_ 4, 050. 90 

Total_ 8, 606. 39 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 1, 000. 00 

SOUTH HAVEN HARBOR, MICH. 

Location and description .—This harbor is located on the east shore 
of Lake Michigan, about 77 miles from Chicago, and consists of the 
lower part of Black River, which flows into the lake through a chan¬ 
nel protected by revetments and piers. The city of South Haven is 
situated on both banks of the river. 

Existing project. —The existing project provides for the establish¬ 
ment of dock lines 200 feet apart along the river, the building of 










RIVER AND HARBOR APPROPRIATION BILL. 


371 


bulkheads along these lines by riparian owners, and deeding the 
property on the channel side of the dock lines to the Government 
free of cost; for repairs to piers and revetments to permit of the 
deeper dredging; for extension of each pier 800 feet, increasing the 
entrance width from 170 to 200 feet; for dredging between the piers 
for a width of 120 feet and depth of 19 feet, and above them for a 
width of 90 feet and depth of 17 feet; with a winding basin at the 
inner end 300 feet wide; all at an estimated cost of $279,370, and 
not less than $10,000 annually for maintenance. Depths are referred 
to low water (2 feet below mean lake level, 1860-1875). This project 
was adopted bv river and harbor act approved March 3, 1905. (H. 

Doc. No. 119, 58th Cong., 2d sess., which contains latest published 
map.) Present width between piers is 190 feet at entrance, narrow¬ 
ing to 166 feet. This project is a complete plan, including works 
built under previous projects. 

Condition at the end of. fiscal year. —The entrance channel from 
Lake Michigan, with a width between piers of 190 feet at the en¬ 
trance, narrowing to 166 feet inside, had been completed, with a 
north pier and revetment 2,143 feet in length, and a south pier and 
revetment 2,182 feet in length, and a depth of 16 feet at low water 
for a width of 120 feet between the piers, and the same depth with 
a width of 90 feet in the river to the highway bridge, a distance of 
about one-half mile. The project dredging was completed June 15, 
1912. The total length of channel from the outer end of the piers to 
the highway bridge is 4,800 feet. The project had been completed, 
with the exception of 800 feet of pier work, 400 feet extension to 
each pier, and present operations are confined to maintenance. The 
condition of the piers and revetments is good, with the exception of 
portions of timber superstructure, which will require rebuilding in a 
few years. The controlling depth at the end of the fiscal year was 
the project depth of 16 feet. The total amount expended under the 
existing project to June 30, 1916, was $254,124.65—$162,018.74 for 
new work and $92,105.91 for maintenance. 

Local cooperation. —The entrance piers in Lake Michigan prior to 
1866 were built by local interests at a cost of between $18,000 and 
$20,000. The construction of revetments and wharves along the river 
was by local interests. The river and harbor act approved March 3, 
1905, required the establishment of dock lines and the building of 
bulkheads on these lines by the city or riparian owners and the dona¬ 
tion of the property on the channel side of the dock lines to the 
United States. These requirements were complied with in 1910 at 
cost of $35,000; 2,640 feet of revetment were built and the required 
land deeded to the United States in 1910. 

Effect of improvement. —Vessel freight rates to and from Chicago 
are about 21 per cent less than the corresponding railroad rates. An 
important benefit to commerce is more direct communication with 
Chicago for the transportation of farm products and manufactured 
articles and for summer-resort business. 

Proposed operations. —The funds for maintenance were exhausted 
June 30, 1916. The river and harbor act approved July 27, 1916, 
provided $10,900 for maintenance, which will be used for dredging 
by U. S. dredge Meade , maintenance of existing works, and engineer¬ 
ing and contingencies, and will be exhausted by June 30, 1917. 


372 


IlIVER AND HARBOR APPROPRIATION BILL. 


No estimate is submitted for completion of the project, as entrance 
depths are now maintained by dredging. Annual dredging is re¬ 
quired for maintenance. The following estimate is submitted for the 
fiscal year ending June 30, 1918: 


Operation and repair of dredge Meacle _$2, 000 

Operation and repair of survey and inspection steamer Hancock - 800 

Engineering and contingencies_ 800 


Total_ 3, 600 


Commercial statistics .—The commerce for 1915 was 41 per cent 
fruit and vegetables, 31 per cent crushed stone, and the balance was 
largely miscellaneous merchandise. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

24,563 

SI, 235,501 

1914. 

21,489 

2,275,881 

1915. 

27,435 

1,818,645 



Amount expended on all projects from March 2, 1867, to June 30, 


1916: 

New work_$349,251.57 

Maintenance_1_ 223, 345. 33 


Total___„_ 572, 596. 90 


Balance available for fiscal year ending June 30, 1917_ 10, 900. 00 

Amount (estimated) required to be appropriated for completion 

of existing project___• 115, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement—1_ 3, 600. 00 


HOLLAND HARBOR, MICH. 

Location and description .—This harbor is located on the east shore 
of Lake Michigan about 94 miles from Chicago, and consists of 
Black Lake, about 5 miles long, and thence a channel about one-half 
mile long between piers and revetments, extending into Lake 
Michigan. 

Existing project .—The existing project adopted by river and har¬ 
bor act of March 3, 1899 (H. Doc. No. 272, 54th Cong., 2d sess.), 
provided for dredging a channel from Black Lake to Lake Michigan, 
16^feet deep below low water (2 feet below mean lake level 1860- 
1875), for repairs to piers and revetments and for extensions on ex¬ 
isting alignments of about 800 feet to the north and 700 feet to the 
south pier at an estimated cost of $240,000. The river and harbor 
act of March 3, 1905 (Annual Beport 1905, p. 2176), widened the 
harbor entrance, providing for converging piers 300 feet apart at 
outer end, 740 feet apart at inner end, and connected at inner ends 
with existing piers. The river and harbor act of March 2, 1907, in¬ 
creased the estimated cost to $273,052. There is no adopted estimate 
for annual maintenance. The latest published map is in House 
Document No. 817, Sixty-third Congress, second session. The com¬ 
plete project is for a channel 16 feet deep below low water from 
























RIVER AND HARBOR APPROPRIATION BILL. 


373 


Black Lake to Lake Michigan and maintenance of existing struc¬ 
tures. The inside piers are 205 to 162 feet apart. 

Condition at the end of fiscal year. —The project had been com¬ 
pleted with a channel about one-half mile long and 16 feet deep below 
low water from Lake Michigan to Black Lake, protected by piers and 
revetments 2,845 feet long on the north side and 2,713 feet long on 
the south side; entrance width 300 feet, narrowing to 162 feet inside. 
The project dredging was completed in the fiscal year 1909 and the 
pier construction in the fiscal year 1910. Present operations are con¬ 
fined to maintenance. The condition of the piers and revetments is 
good. The project depth of 16 feet below low water is available 
from Lake Michigan to Black Lake. The total amount expended 
under the existing project to June 30, 1916, was $471,532.47, of which 
$315,007.99 was for new work and $156,524.48 for maintenance. 

Local cooperation. —There were no conditions imposed by law as to 
cooperation. Before 1868 the harbor commissioners of the town of 
Holland expended $30,000 in cutting the new channel between Black 
Lake and Lake Michigan and in partly protecting its banks. In 
1889 and 1890 the citizens of Holland contributed $1,772 for dredg¬ 
ing by Government dredge the entrance channel. In 1897 the Pere 
Marquette Railroad Co. constructed a revetment and dock about 850 
feet long in extension of the inner end of the north revetment. 

Effect of improvement. —Vessel freight rates to and from Chicago 
are about 11 per cent less than the corresponding railroad rates. The 
commerce is 53 per cent local and 47 per cent through. The principal 
benefit to commerce is increased facilities for shipping general mer¬ 
chandise and construction materials, and for summer-resort passen¬ 
ger business. 

Proposed operations. —The funds for maintenance were exhausted 
June 30, 1916. The river and harbor act approved July 27, 1916, 
provided $5,000 for maintenance, which will be used for dredging 
by U. S. dredge Meade , engineering and contingencies, and will be 
expended by June 30, 1917. 

Annual dredging is required to maintain project depths, and the 
harbor structures require repairs and renewals from time to time. 
The following estimate is submitted for the fiscal year ending June 
30, 1918: 


Operation and repair of dredge Meade ----$6, 000 

Operation and repair of survey and inspection steamer Hancock _ 800 

Maintenance of existing works--- 2, 000 

Engineering and contingencies-- 1, 200 


Total___10,000 


Commercial statistics. —The character of the commerce for 1915 
was 70 per cent general merchandise, 11 per cent sand and gravel, 
and 5 per cent fruit and vegetables. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 


38,344 

$5,146,867 


• 34,074 

4,352,237 


30,426 

4,264,538 



The usual limits of draft for loaded boats varies from 8 to 16 feet. 

















374 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from Aug. 30, 1852, to June 30, 


1916: 

New work_$491, 627. 79 

Maintenance_ 284,121. 98 


Total _ 775, 749. 77 

Balance available for fiscal year ending June 30, 1917- 5, 000. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 10, 000. 00 


GRAND HAVEN HARBOR, MICH. 

Location and description .—This harbor is located on the’east shore 
of Lake Michigan and consists of the lower mile or two of Grand 
River. It is about 107 miles from Chicago and 84 miles from Mil¬ 
waukee. 

Existing project .—The existing project provides for a channel at 
the mouth of Grand River, with an available depth of 18 feet from 
Lake Michigan (upper limit of improvement not stated), protected 
by piers and revetments, all at an estimated cost of $804,366.15. 
There is no adopted estimate of cost of maintenance. The piers 
are 415 feet apart at the entrance, diminishing to 390 feet inside. 
The project was adopted by the river and harbor act of June 23, 
1866, and amended by river and harbor acts of June 14, 1880; Sep¬ 
tember 19, 1890; and June 13, 1892; which amendments consisted 
principally of changes in cost and length of piers and revetments. 
The latest published map is in the Annual Report for 1890, page 
2650. 

Condition at the end of fiscal year. —With the exception of 250 
feet of pier extension, 150 feet to the north pier and 100 feet to the 
south pier, the project had been completed, with a channel about 1J 
miles long from the end of the piers in Lake Michigan to the 
wharves in Grand Haven 18 feet deep below low water, with piers 
and revetments 3,538 feet long on the north side and 5,774 feet long 
on the south side; entrance width between piers 415 feet, narrowing 
to 390 feet inside. The project depth was completed in the fiscal 
year 1906. The piers and revetments are in good condition, with 
the exception of portions which are now under contract for repairs, 
or for which plans for repairs have been prepared. At the end of 
the fiscal year the project depth of 18 feet at low water was available. 
The amount expended on the project to June 30, 1916, was $1,063,- 
279.46, of which $542,976.82 was for construction, and $520,302.64 
for maintenance. 

Local cooperation. —There were no conditions imposed by law as 
to cooperation. Prior to the beginning of Government work the 
Detroit & Milwaukee Railroad Co. (now the Grand Trunk Railway) 
built a south pier and revetment 3,185 feet long. The revetments on 
the left bank of the river, above the inner end of the south Govern¬ 
ment revetment, were built by local interests. 

Effect of improvement. —Vessel freight rates to and from Chicago 
are about 11 per cent lower than the corresponding railroad rates. 
The improvement is of benefit to interstate commerce, due to the 
operation between Grand Haven and Milwaukee of a line of car 
ferries and in connection therewith a line of bulk freight boats; 95 
per cent is through traffic. 










RIVER AND HARBOR APPROPRIATION BILL. 


375 


Proposed operations .—The funds on hand for maintenance will be 
expended by June 30, 1917, for uncompleted contracts and mainte¬ 
nance dredging, including office and engineering expenses. 

No estimate is submitted for completion of the project, as entrance 
depths are now maintained by annual dredging. The river and 
harbor act approved July 27,1916, provided $71,750 for maintenance, 
which will be used for dredging by U. S. dredge Meade , repairs to 
north revetment, repairs to south pier superstructure, placing sheet 
piles in rear of south revetment, riprapping both piers, maintenance 
of existing works, and engineering and contingencies. The funds 
will be exhausted by the end of the calendar year 1917. 

Annual dredging is required to restore full project depths, and the 
harbor structures require repairs and renewals from time to time. 
The following estimate for maintenance is submitted for the fiscal 
year ending June 30, 1918: 


Operation and repair of U. S. dredge Meade _._$5, 000 

Maintenance of existing works___ 800 

Engineering and contingencies_I_ 750 


Total__ 6, 550 


Commercial statistics .—The commerce for 1915 consisted largely 
of grain and grain products, lumber, coal, and miscellaneous mer¬ 
chandise. 

Comparative statement. 


Calendar year. 

Short tons. 1 

Value. 

1913. . 

649,130 

645,804 

$52,791,865 

49,331,673 

49,489,697 

1914. 

1915. 

663,229 



1 Exclusive of weight of freight cars carried hy car ferries. 


Amount expended on all projects from June 23, 1.866, to June 
30, 1916: 

New work_ $542, 976. 82 

Maintenance_ 520, 302. 64 


Total_ 1, 063, 279. 46 


Balance available for fiscal year ending June 30, 1917- 76, 780. 49 

Amount (estimated) required to be appropriated for completion 

of existing project_ 40, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement- 6, 550. 00 


MUSKEGON HARBOR, MICH. 

Location and description .—This harbor is located on the east shore 
of Lake Michigan, about 113 miles from Chicago and 80 miles from 
Milwaukee, at the mouth of Muskegon Kiver, which before emptying 
into Lake Michigan expands into Muskegon Lake, a body of water 
of navigable depth about 5 miles long. 

Existing project .—The existing project provides for securing a 
channel about 5,600 feet long, protected by parallel piers and revet¬ 
ments, and extending from Lake Michigan to Muskegon Lake, with 
a depth of 20 feet at low water (2 feet below mean lake level), 1860- 
























376 


RIVER AND HARBOR APPROPRIATION BILL. 


1875) and a uniform width of 300 feet; for removing 1,040 feet of old 
pier and revetment; for extending the north pier 350 feet and the 
south pier 200 feet; for building 500 feet sheet-pile pier and 6,115 
feet of sheet-pile revetment; for dredging 750,000 cubic yards; all at 
an estimated cost of $380,000. This project was adopted by the river 
and harbor act of June 13, 1902. (H. Doc. No. 104, 56th Cong., 2d 

sess.) There is no adopted estimate for annual maintenance. The 
latest published map is in House Document No. 352, Sixty-third Con¬ 
gress, second session. 

The complete plan of improvement includes also the maintenance 
of all existing Government piers and revetments. 

Condition at the end of fiscal year. —The channel from Lake Michi¬ 
gan to Muskegon Lake, with a width between piers of 308 feet at the 
entrance and 300 feet farther inside, had been completed with a north 
pier and revetment 5,250 feet in length, and a south pier and revet¬ 
ment 4,710 feet in length; the project depth of 20 feet below low 
water was obtained in October, 1911. The project had been com¬ 
pleted with the exception of 550 feet of pier extension, 350 feet to 
the north, and 200 feet to the south pier, which have been deferred, 
the entrance depths to be maintained by dredging. The piers and 
revetments are in good condition. The controlling depths below low 
water at the end of the fiscal year were 20.5 feet on the entrance bar 
in Lake Michigan and 18.5 feet in the channel between the piers. 
The total amount expended on the existing project to June 30, 1916, 
was $370,568.42, of which $225,189.54 was for new work and $145,- 
378.88 for maintenance. 

Local cooperation. —The law adopted the present project in ac¬ 
cordance with a report (H. Doc. No. 104, 56th Cong., 2d sess.) which 
provided “that the land to be removed in order to secure the in¬ 
creased width of channel and to build the revetments will be ceded 
without cost to the United States; also that an area equal to that at 
present occupied by the United States Life-Saving Service will be 
restored to the United States for the same occupation and purpose.” 
The land required for widening the harbor was donated to the United 
States by deed of June 14, 1905. On the south side of the channel 
650 feet of the revetment, in addition to that built by the United 
States, was built in 1897 by the Chicago & West Michigan Railroad 
Co. (now the Pere Marquette) for a car-ferry slip. 

Effect of improvement. —Vessel freight rates to and from Chicago 
are about 11 per cent lower than the corresponding rates by railroad. 
The principal benefit to commerce is increased facilities for shipping 
manufactured articles, general merchandise, and road materials, the 
traffic being about 96 per cent local and 4 per cent through. 

Proposed operations. —The funds available will be exhausted in 
July, 1916, for maintenance dredging by Saginaw. 

No estimate is submitted for completion of the project, as entrance 
depths are maintained by annual dredging. Part of this dredging is 
more economically done by the Meade and part by the Saginaw. The 
river and harbor act approved July 27, 1916, provided $7,500 for 
maintenance, which will be used for dredging by the U. S. dredges 
Meade and Saginaio and for minor repairs to structures, engineer¬ 
ing, contingencies, and incidentals. The funds will be exhausted by 
June 30, 1917. 


RIVER AND HARBOR APPROPRIATION BILL. 377 

Annual dredging is required for maintenance, riprap is needed to 
protect both piers, which are endangered where the lake bottom or 
the riprap now in place is below the bottom of the cribs, repairs and 
renewals are required for the harbor structures from time to time. 
Surveys and inspections are necessarily frequent, due to shifting char¬ 
acter of the bottom and sides of the channels, and the lake (all fine 
sand), and to the large amount of work on permits. The following 
estimate for maintenance is submitted for the fiscal year ending 
June 30, 1918: 


Operation and repair of dredge Meade _$7, 500 

Operation and repair of dredge Saginaw _ 3, 400 

Riprap for both piers, 5,100 tons_14, 000 

Maintenance of existing works_ 2,100 

Operation and repair survey and inspection steamer Hancock _^_ 800 

Engineering and contingencies_ 600 


Total_ 28,400 


Commercial statistics. —The commerce for 1915 was largely crushed 
stone and gravel, lumber (received), manufactured articles, and 
general merchandise; 82 per cent was receipts and 18 per cent ship¬ 
ments. Of the total commerce 42 per cent was receipts of crushed 
stone and gravel, and 24 per cent was receipts of lumber. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

110,773 

119,811 

115,035 

$7,819,964 

8,154,536 

1914. 

1915. 

8,244,279 



Amount expended on all projects from Mar. 2, 1867, to June 30, 

1916: 

New 7 work_$613, 407. 96 

Maintenance_ 283, 453. 82 


Total__ 896, 861. 78 


Amount (estimated) required to be appropriated for completion of 

existing project_ 66, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30,1918, for maintenance of improvement_1_ 28, 400. 00 


WHITE LAKE HARBOR, MICH. 

Location and description. —This harbor is located on the east shore 
of Lake Michigan, about 119 miles from Chicago. It consists of 
White Lake, a body of water about 4.5 miles long and of navigable 
depth, and of the channel leading to Lake Michigan. 

Existing project. —The existing project provided for the abandon¬ 
ment of the old outlet and the creation of a new channel from Lake 
Michigan to White Lake, 200 feet wide between parallel piers and 
revetments, and of such depth between the piers and over the bar as 
will admit of the free use of the Government dredge Meade (for¬ 
merly Gillespie ), which use will require about 16 feet in still water. 
The project was adopted by the river and harbor act approved March 


























378 


RIVER AND HARBOR APPROPRIATION BILL. 


2, 1867, and amended by river and harbor acts approved March 3, 
1873, July 5, 1884, July 13, 1892, and March 2, 1907. These amend' 
ments relate principally to the length of the proposed piers and re¬ 
vetments and the estimated costs, except the last one, which increased 
the project depth by dredging. The estimated cost is $353,550. 
There is no adopted estimate for annual maintenance. The latest 
published map is in the Annual Report for 1884, page 1982. 

Condition at the end of fiscal year. —A channel about 1,950 feet 
long had been constructed from Lake Michigan to White Lake, with 
a north pier and revetment 1,715 feet long, and a south pier and 
revetment 1,953 feet long, and with a width between piers of about 
188 feet. To complete the project there is still required 50 feet ex¬ 
tension to the north pier and 100 feet extension to the south pier. 
The project dredging was completed in the fiscal year 1908, but 
annual dredging is required to maintain the project depth. The 
outer portions of the piers are in fair condition, but the inner por¬ 
tions are dilapidated, due to decay. The controlling depths below 
low water at the end of the fiscal year were about 15 feet on the 
entrance bar in Lake Michigan and 14 feet in the channel between 
the piers. The total amounts expended under the existing project to 
June 30, 1916, was $380,846.62, of which $207,862.44 was for new 
work and $172,984.18 for maintenance. 

Effect of improvement. —Vessel freight rates to and from Chicago 
are about 11 per cent less than the corresponding railroad rates. The 
benefits to commerce are entirely local and centered chiefly in receipts 
of lumber and crushed stone and in the summer-resort business. 

Proposed operations. —The small amount of available funds for 
maintenance will be reserved for surveys or emergencies. No esti¬ 
mate is submitted for the completion of the project, as entrance 
depths are maintained by annual dredging. The question of the 
abandonment or continuance of this harbor is the subject of a report 
now under consideration. It is proposed to make only absolutely 
necessary repairs of a minor nature to the piers and revetments until 
the question of the continued maintenance of this harbor is deter¬ 
mined. If this harbor is to be maintained until June 30, 1918, the 
following amounts are necessary, principally for dredging to main¬ 
tain project depths: 


Operation and repair of dredge Meade _1_$8, 000 

Minor repairs to piers and revetments, engineering and supervision, sur¬ 
veys, etc- 2, 000 


Total-10,000 


Commercial statistics. —The commerce for 1915 was about 37 per 
cent crushed stone and gravel and 55 per cent lumber, all receipts. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

11,078 
10,695 
10,071 

$263,855 
351,260 
335,941 

1914. 

1915. 

















RIVER AND HARBOR APPROPRIATION BILL. 379 

The usual limits of draft for loaded boats varies from about 8 to 16 
feet. 

Amount expended on all projects from March 2, 1867, to June 
30, 1916: 

New work-$207,862.44 

Maintenance_ 172, 984.18 

Total- 380, 846. 62 

July 1, 1916, balance unexpended_ 254. 68 

Amount (estimated) required to be appropriated for completion 

of existing project_ 21, 720. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 10, 000. 00 

LUDINGTON HARBOR, MICH. 

Location and description .—This harbor, located on the east shore 
of Lake Michigan, about 155 miles from Chicago, is the outlet of 
Pere Marquette River, which expands into Pere Marquette Lake 
before emptying into Lake Michigan. Pere Marquette Lake is about 
2 miles long, one-half mile in average width, and from 20 to 40 feet 
deep. 

Existing project .—The existing project, adopted by the river and 
harbor act of March 2, 1907, provides for a channel connecting Pere 
Marquette Lake with Lake Michigan, about 2,000 feet long, 183 to 285 
feet wide, and 18 feet deep at low water (2 feet below mean lake level, 
1860-1875), protected by piers and revetments; for an exterior basin 
in Lake Michigan formed by two breakwaters, each 1,800 feet long, 
400 feet apart at the outer ends diverging at an angle of 90°, the 
inner ends to be connected with the shore by suitable structures; for 
the removal of the outward ends of the two inside piers; and men¬ 
tioned as necessary the dredging of a considerable area in the ex¬ 
terior basin. The estimated cost of the project, exclusive of the 
dredging, was $839,087, there being no approved estimate for main¬ 
tenance. (H. Doc. No. 62, 59th Cong., 1st sess., and Rivers and 
Harbors Com. Doc. No. 3, 59th Cong., 2d sess.) The river and 
harbor act of July 25, 1912, increased the cost by $51,500 for addi¬ 
tional riprap and stone filling. The latest published map is in the 
Annual Report for 1914, page 2974. 

The complete plan of improvement includes also the maintenance 
of the existing piers and revetments. 

Condition at end of fiscal year .—The channel from Lake Michigan 
to Pere Marquette Lake had been completed with piers and revet¬ 
ments 2,040 feet long on the north side and 1,981 feet long on the 
south side, 250 feet wide at the outer end and 183 feet at the inner 
end. The two breakwaters, each 1,800 feet long, with entrance 
width of 400 feet and shore connections 1,100 feet long on the north 
side, and 2,000 feet long on the south side, had been completed, and 
the lakeward ends of the inside piers removed, completing the project. 
The distance from the entrance to the breakwaters to the entrance 
to the inside piers is 1,400 feet. The project depth is available. The 
breakwaters require additional riprap, 600 feet of the inner portion 
of the north revetment needs rebuilding, and the superstructure of 
other portions is in poor condition. The total amount expended un- 











380 


RIVER AND HARBOR APPROPRIATION BILL. 


der the existing project to June 30, 1916, was $986,334.52, of which 
$924,322.78 was for new work and $62,011.74 for maintenance. 

Local cooperation .—There were no requirements as to local cooper¬ 
ation. The municipality has improved the water front to a small 
extent at the end of a street for public use. Land at the inner ends of 
the two breakwater shore connections was donated to the United 
States by local interests; that for the north shore connection, 160 feet 
by about 225 feet, by deed of June 22, 1912, and that for the south 
shore connection, about 200 feet square, by deeds of July 12, 1912, 
and November 12, 1912. 

Effect of improvement .—The local freight rates by vessels to Chi¬ 
cago are about 16 per cent less than the corresponding rates by rail¬ 
road. The principal benefit to commerce is the opportunity for trans¬ 
lake business, largely by, car ferries. About 84 per cent of the com¬ 
merce is through and 16 per cent local traffic. 

Proposed operations. —There were no funds for new construction 
on hand June 30, 1916. The river and harbor act approved July 27, 

1916, provided $200,000 for new work, which will be used for dredg¬ 
ing 280,000 cubic yards in the basin at a cost of $50,000, and for 
56,000 tons of riprap for the breakwater at a cost of $150,000. (See 
Annual Report 1915, p. 1299.) The funds will probably be exhausted 
by June 30, 1918. 

The available funds on hand for maintenance will be used for 
maintenance dredging, engineering and contingencies, and will be 
exhausted by October 1, 1916. The river and harbor act approved 
July 27, 1916, provided $50,000 for maintenance, which will be used 
for rebuilding part of the north revetment, dredging by U. S. dredge 
Meade , maintenance of existing works, maintenance and operation 
of steamer Hancock , and engineering and contingencies. The funds 
for maintenance will be exhausted by the end of the calendar year 

1917. 

Annual dredging is required to maintain the project depth; minor 
repairs to breakwaters, piers, and revetments are required from 
time to time; and frequent surveys are required. The following 
estimate for maintenance is submitted for the fiscal year ending 
June 30, 1918: 


Operation and repair of dredge Meade ___$4, 000 

Maintenance of existing works_ 1, 200 

Operation and repair of survey and inspection boat Hancock _ 800 

Engineering and contingencies_ 1, 000 


Total--- 7, 000 


Commercial statistics. —The commerce for 1915 was largely grain 
and grain products, forest products, coal, salt, and miscellaneous 
merchandise; the increase over 1914 is due largely to an increase in 
coal, salt, grain and grain products, and lumber. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

1,686,864 
1,510,437 
1,781,329 

$61 283 391 

1914. 

53 ’ 408* 710 

1915. 

57 ’ 159* 037 


















RIVER AND HARBOR APPROPRIATION BILL. 381 

The usual limits of draft for loaded boats varies from about 8 to 
17 feet. 

Amount expended on all projects from March 2, 1867, to June 30, 


1916: 

New work-$1, 415, 739. 00 

Maintenance_ 188, 463.24 


Total- 1, 604, 202. 24 


Balance available for fiscal year ending June 30, 1917_ 250, 805. 57 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement__ 7,000.00 


MANISTEE HARBOR, MICH. 

Location and description. —This harbor is located on the east shore 
of Lake Michigan, about 180 miles from Chicago and 24 miles north 
of Luclington Harbor. It consists of Manistee Lake, about 4 miles 
by oile-fourth to one-half mile, and 35 feet deep, and Manistee River, 
between Manistee Lake and Lake Michigan, about 9,300 feet long. 

Existing project. —The existing project provides for an enlarged 
harbor entrance with a south breakwater 1,300 feet long and shore 
connection about 1,200 feet long; the removal of 450 feet of the 
lakeward end of south pier; the dredging of an entrance basin 570 
feet wide and channel between the piers 120 to 220 feet wide, 20 
feet deep; dredging the river with a minimum width of 90 feet from 
the inner end of the north pier to Manistee Lake 18 feet deep, the 
extension of the north pier 200 feet (if required); and the mainte¬ 
nance of the project; all at an estimated cost of $456,000 and $6,000 
annually for maintenance, as adopted by river and harbor act of 
July 25, 1912. (H. Doc. No. 599, 62d Cong., 2d sess.) The project 

depths are referred to low water (2 feet below mean lake level 1860- 
1875). The complete project includes, also, the maintenance of the 
piers and revetments built under previous projects. The latest pub¬ 
lished complete map is in House Document No. 511, Fifty-ninth 
Congress, first session. The width between the piers is 195 feet at 
the entrance, narrowing to 166 feet. 

Condition at the end of fiscal year. —The entrance channel from 
Lake Michigan, with a width betAveen piers of 195 feet at the en¬ 
trance, narrowing to 150 feet inside, had been completed, with a 
north pier and lwetment 2,906 feet in length and a south pier and 
reA^etment 1,450 feet in length and a depth of 18 feet at low water 
between the piers; and a channel 16 feet deep at low water and 90 to 
126 feet wide through the rh 7 er from lake to lake. The breakwater 
had been constructed for a length of 700 feet, with 200 feet partly 
built and the remainder under contract, and the dredging in the in¬ 
terior channel under contract. The project was about 40 per cent 
completed. At the end of the fiscal year the available depths beloAV 
low Avater were 18.5 feet between the piers and 14.5 feet in the river, 
with dredging in progress to increase these depths. The piers and 
revetments are in fair condition. The total amount expended under 
the existing project to June 30, 1916, Avas $219,969.84, of which 
$205,024.48 was for new Avork and $14,945.36 for maintenance. 

Local cooperation .—The project required the donation to the 
United States, without cost, of a strip of land 200 feet square at the 










382 


RIVER AND HARBOR APPROPRIATION BILL. 


inner end of the shore connection of the breakwater. This provision 
was complied with April 10, 1913. 

Effect of improvement. —Local freight rates by vessel to Chicago 
are about 16 per cent less than the corresponding rates by railroad. 
The principal benefit to commerce is improved facilities for the ship¬ 
ment from Manistee of forest products and salt. 

Proposed operations. —The available funds will be spent by May 
31, 1917, for the purchase of lumber for the shore arm of the break¬ 
water and for superintendence and inspection, except sufficient funds 
to do about one-third of the dredging in the basin provided by the 
project. The total funds for the completion of this project were 
appropriated, but $70,700 was withdrawn under the provisions of the 
river and harbor act of 1915. Of this, $28,700 is now needed for the 
balance of the basin dredging, leaving $42,000, to be provided later, 
for the extension of the north pier, if required. The following esti¬ 
mate is submitted for expenditures to June 30, 1918: 


New construction: For completion of project dredging in basin-$28, 700 

For maintenance: Operation and repair of dredge Meade _ 6, 000 

Total___ 34, 700 


Commercial statistics. —The commerce for 1915 was about 52 per 
cent salt and 26 per cent lumber shipments. The decrease from 1914 
was largely in these two items of shipments. 

Comparative statement. 


1913. 

1914. 

1915. 


Calendar year. 


Short tons. 


Value. 


306,898 
196,322 
90,842 


$3,991,589 
3,520,595 
1,884,157 


The usual limits of draft for loaded boats varies from 8 to 16 feet. 
Amount expended on all projects from Mar. 2, 1867, to June 30, 


1916: 

New work_$560, 023.16 

Maintenance_ 165, 880. 22 


Total_ 725, 903. 38 

July 1, 1916, balance available_ 41, 333. 51 

Amount (estimated) required to be appropriated for completion 
of existing project_ 70, 700. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement_:_ 28, 700. 00 

For maintenance of improvement___ 6, 000. 00 


Total- 34, 700. 00 


FRANKFORT HARBOR, MICH. 

Location and description. —This harbor is located on the east shore 
of Lake Michigan, about 203 miles from Chicago. It is formed by 
Lake Betsie (Aux Bees Scies), about 1.5 miles long, generally shoal 
but with navigable depths in the westerly portion, and the artificial 
channel into Lake Michigan. 



























RIVER AND HARBOR APPROPRIATION BILL. 383 

Existing project. —The existing project, as adopted by the river 
and harbor act of June 23, 1866, provided for a new outlet from Lake 
Aux Bees Scies to Lake Michigan, 750 feet south of the old outlet, to 
be 12 feet deep and 200 feet wide between parallel piers, at an esti¬ 
mated cost of $146,400. By river and harbor act of July 13,1892, the 
estimated cost was increased to $325,659.85. The river and harbor 
act of June 3, 1896, provided for a “navigable depth of 18 feet.” 
The estimated cost of the entire project is $421,938.35. There is no 
adopted estimate of cost of maintenance. As built, the piers are 218 
feet apart at the entrance, narrowing to 195 feet inside. The latest 
published map is in House Document No. 1089, Sixty-fourth Con¬ 
gress, first session. 

Condition at the end of fiscal year. —A new channel from Lake 
Michigan to Lake Betsie, about 2,000 feet long and 18 feet deep below 
low water, with a width at entrance of 218 feet, narrowing to 195 feet 
inside, had been constructed, with a north pier and revetment 2,000 
feet long and a south pier and revetment 2,028 feet long. The project 
dredging was completed in September, 1903, and the pier construc¬ 
tion in October, 1911. Present operations are confined to mainte¬ 
nance, annual dredging being necessary. The piers and revetments 
are in good condition. The project depth was available at the end of 
the fiscal year. The total amount expended under the project to June 
30, 1916, was $511,175.68, of which $351,353.59 was for new work and 
$159,822.09 for maintenance. 

Local cooperation. —There were no conditions imposed by law as 
to cooperation. In 1896 and 1897 the Toledo & Ann Arbor Railway 
Co. (now the Ann Arbor Railroad Co.) extended the south pier 400 
feet, at a cost of about $25,000. Vessel terminals and revetments in 
the inner lake were constructed by railroad and other local interests. 

Effect of improvement. —The improvement is of special benefit to 
interstate commerce, due to the operation between Frankfort and 
several harbors across the lake of a line of car ferries by the Ann 
Arbor Railroad Co., which carries over 99 per cent of the entire com¬ 
merce of the harbor. This through-rail and car-ferry service is be¬ 
lieved to have reduced the freight rates on such traffic. 

Proposed operations. —The funds available for maintenance will be 
expended by March 1,1917, for operation and repair of dredge Meade 
and incidentals. 

The river and harbor act approved July 27, 1916, provided $5,000 
for maintenance, which will be used for maintenance dredging by 
U. S. dredge Meade and engineering and contingencies. The funds 
will be exhausted June 30, 1917. 

Annual dredging is required for maintenance, piers require addi¬ 
tional filling where the stone has settled, and the harbor structures 
require occasional repairs and renewals. The following estimate is 
submitted for maintenance during the fiscal year ending June 30, 
1918: 


Operation and repair of dredge Meade ^ -$5, 500 

Stone filling for both piers, 1,700 tons-- 3, 400 

Maintenance of existing works- 1, 600 

Operation and repair survey and inspection steamer Hancock - 1, 000 

Engineering and contingencies- 600 


Total_1-^-12,100 









384 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics.—^ The commerce for 1915 consisted largely of 
coal, lumber, and grain products. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

764,459 
737,248 
718,899 

$19,919,135 
18,818,077 
21,806,293 

1914. . 

1915. 



Amount expended on all projects from June 23, 1866, to June 30, 

1916: 

New work_$351, 353. 59 

Maintenance__ 159, 822. 09 


Total_ 511,175. 68 


Balance available for fiscal year ending June 30, 1917_ 5, 993. 60 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 12,100. 00 


CHARLEVOIX HARBOR, MICH. 

Location and description .—This harbor is located on the east shore 
of Lake Michigan about 275 miles from Chicago and about 45 miles 
from the Straits of Mackinac. It is at the mouth of Pine River, 
which connects Lake Michigan through the lower channel with 
Round Lake and thence Round Lake through the upper channel with 
Pine Lake. Round Lake is about one-half mile in diameter and Pine 
Lake is about 14 miles long, both being navigable. The distance 
from Lake Michigan to Pine Lake is about 1 mile. 

Existing project .—The existing project as adopted by the river and 
harbor act of August 14, 1876, provided for a channel 12 feet deep 
from Lake Michigan to Round Lake, protected by piers and revet¬ 
ments, at an estimated cost of $186,000. The river and harbor act of 
August 2, 1882, extended the project to include the channel from 
Round Lake to Pine Lake. The project depth was increased to 15 
feet below low water (2 feet below mean lake level 1860-1875), for a 
channel from Lake Michigan to Pine Lake, by river and harbor act 
of June 13, 1902. There is no approved estimate of cost for mainte¬ 
nance. As built the width between piers of the lower channel (Lake 
Michigan to Round Lake) is 160 feet at the entrance, narrowing to 
100 feet, and between the revetments of the upper channel (Round 
Lake to Pine Lake) is 83 feet. The latest published map is in House 
Document No. 26, Sixty-third Congress, first session. 

Condition at the end of fiscal year. —The lower channel, from Lake 
Michigan to Round Lake, about 2,000 feet long and 15 feet deep 
below low water, with a width of 160 feet at the entrance, narrowing 
to 100 feet, had been constructed, with a north pier and revetment 
1,725 feet long and south pier and revetment 2,030 feet long. The 
upper channel, from Round Lake to Pine Lake, about 1,500 feet long, 
had been dredged to a depth of 15 feet below low water, completing 
the project dredging August, 1902, and revetments 83 feet apart built 
for lengths of 339 feet on the north side and 366 feet on the south 
side. The project had been completed with the exception of 200 feet 


















RIVER AND HARBOR APPROPRIATION BILL. 


385 


extension to the south pier, which has been deferred, entrance depths 
being maintained by dredging alone. Present operations are con¬ 
fined to maintenance. The piers and revetments are in fair condi¬ 
tion. The project depth was available at the end of the fiscal year. 
The total amount expended under the existing project to June 30, 
1916, was $223,285.51, of which $80,205.04 was for new w T ork and 
$143,080.47 for maintenance. 

Local cooperation .—There were no conditions imposed by law as 
to cooperation. Prior to the beginning of work by the United States 
some dredging had been done in both the lower channel and in the 
upper channel, and a north pier 468 feet long and a south pier 80 
feet long had been built at the Lake Michigan entrance. This work 
was done by citizens, assisted by a grant of land from the State. 

Effect of improvement .—The effect on freight rates is not known. 
The principal traffic is lumber, iron ore, and pig iron, in connection 
with the industries at the head of Pine Lake. 

Proposed operations .—The funds available for maintenance will 
be exhausted by about March 1, 1917, for operation and repair of 
dredge Meade and incidentals. 

No estimate is submitted for completion of the project, as entrance 
depths are now maintained by dredging. The river and harbor act 
approved July 27, 1916, provided $3,500, which will be used for 
dredging by U. S. dredge Meade , maintenance of existing works, and 
engineering and contingencies. The funds will be exhausted by June 
30, 1917. 

Annual dredging is required for maintenance; the north pier re¬ 
quires about 800 tons of riprap where the lake bottom is below the 
bottom of the cribs, about 600 tons of stone filling is required in the 
outer portions of the piers where settlement has taken place, and the 
harbor structures require occasional repairs and renewals. The fol¬ 
lowing estimate is submitted for maintenance for the fiscal year end¬ 
ing June 30, 1918: 


Operation and repair U. S. dredge Meade -$3, 000 

Riprap and stone filling__ 3, 000 

Maintenance of existing works_ 600 

Engineering and contingencies--- 500 


Total—_ 7, 100 


Commercial statistics .—The commerce for 1915 was about 64 per 
cent iron ore and pig iron, and 32 per cent forest products; the in¬ 
crease over 1914 was due to increase in lumber shipments. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 


198,160 

$1,978,757 


155,902 
172,052 

1,606,400 


1,574,763 



II. Rept. 1289, 64-2- 





















386 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from Aug. 14. 1876, to June 


30, 1916: 

New work_$80, 205. 04 

Maintenance_ 143, 080. 47 


Total_ 223, 285. 51 


Balance available for fiscal year ending June 30, 1917_ 5, 076.13 

Amount (estimated) required to be appropriated for completion of 

existing project_ 23, 750. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_1- 7,100.00 


ALPENA HARBOR (THUNDER BAY RIVER), MICH. 

Location and description. —This harbor is located on the northwest 
shore of Thunder Bay, Lake Huron, and on the lower reach of the 
Thunder Bay River, and is 96 miles distant in a northerly direction 
from Harbor Beach, Mich. The river, which is about 45 miles long, 
has its source in Montmorency and Alpena Counties, Mich., flows in 
an easterly direction, and empties into Thunder Bay. 

Existing project. —The existing project provides for a channel 
depth of 16 feet from the 16-foot contour in Thunder Bay to a point 
1 mile above the mouth of the river, with widths varying as fol¬ 
lows: 200 feet at the 16-foot contour in the bay, thence tapering to 
100 feet at the lighthouse crib, thence 100 feet to the Second Street 
Bridge, thence 75 feet to the Miner Lumber Co.’s wharf, thence 50 
feet to the upstream limit of the improvement. The estimated cost 
of this channel was $36,087.48. No estimate of cost of maintenance 
was made. This project was adopted by the act of September 19, 
1890, in accordance with reports printed in the Annual Report of the 
Chief of Engineers for 1889, pages 2288-2290. The adopted plane 
of reference for work at this harbor is 579 feet above mean tide at 
New York. The total length of the section of the river included in 
the project is 4,050 feet, and the improved channel extends a further 
distance of 2,500 feet out in the bay. A map of the improvement 
will be found opposite page 1985 of the report of the Chief of Engi¬ 
neers for 1903. 

Condition at the end of fiscal year. —The work done at this harbor 
has consisted of dredging to deepen and widen the channel and of 
placing rock piles on the outer ends of the slab piers at the entrance 
to the river to prevent their destruction by wave action. The widths 
and depth called for by the existing project have been secured and 
maintained. The controlling depth at the end of the fiscal year at 
the project plane of reference was 12.5 feet. The total expenditures 
under the existing project up to the end of the fiscal year are 
$21,300.47 for new work and $35,253.14 for maintenance, a total of 
$56,553.61. The project was completed in the fiscal year 1894. 

Local cooperation. —No conditions were imposed by law at the 
time of the adoption of any of the projects for work at this locality. 
Prior to the time work of improvement was undertaken by the United 
States the Alpena Harbor Improvement Co., acting under a charter 
granted by the State of Michigan in 1865, improved the mouth of the 
river by building piers and by dredging. The piers were formed of 
cribs sunk with stone and having a superstructure of slabs. The 











RIVER AND HARBOR APPROPRIATION BILL. 


387 


amount expended by this company was about $40,000. Some dredg¬ 
ing was also done during the spring of 1875 by private parties at a 
cost of about $3,000, and since the improvement of the harbor was 
begun by the United States dredging has been done by private parties 
at various times. 

Effect of improvement .—The effect of the improvement upon local 
freight rates has been very beneficial, as it is estimated that they 
have been decreased almost one-half since the improvements were 
made. 

Proposed operations .—It is not proposed to do anything with the 
funds now available until more money is provided. 

It is estimated that to restore the project depth in this channel 
will require the removal of approximately 37,000 cubic yards of ma¬ 
terial at an estimated cost, including contingencies, of $9,000, or 
$5,000 in addition to the amount now available. An estimate for 
this amount is submitted. 

Commercial statistics .—The commerce of the harbor consists of 
stone, coal, cement, tan bark, and miscellaneous merchandise. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

938,217 

1,141,412 

$3,249,263 

3,604,806 

3,121,282 

1914. 

1915. 

1,166,770 



Amount expended on all projects from Aug. 14, 1876, to June 30,1916 : 


New work_$40,189.17 

Maintenance __ 35, 253.14 


Total _ 75, 442. 31 


Balance available for fiscal year ending .Tune 30, 1917- 4, 057. 69 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 5, 000. 00 


HARBOR OF REFUGE AT HARBOR BEACH, MICH.-NEW PROJECT. 


Report of the Chief of Engineers: 

Harbor Beach is an artificial harbor located on the west shore of Lake 
Huron, about 60 miles north of the city of Port Huron. Its construction was 
authorized by the river and harbor act of March 3, 1871, and the plan subse¬ 
quently approved provided for breakwaters having an aggregate length of 
7.000 feet, at an estimated cost of $1,452,550. Since 1907 maintenance and 
renewal of the breakwaters have been carried on in general conformity with 
the recommendations contained in a report submitted under authority of the 
act of March 3, 1905, and printed in House Document No. 900, Fifty-ninth 
Congress, first session. The deepening of the harbor and main entrance and 
the closing of the north entrance, contemplated by that report, however, have 
not been undertaken. The district officer states that there has been consider¬ 
able shoaling near the north entrance and that if this entrance be closed the 
maintenance of the harbor will be much easier and less expensive. To fit the 
harbor for use by large vessels navigating the Lakes, he recommends that the 
north entrance be closed, that the main entrance be dredged to a depth of 25 
feet, and that the area shown on the map be dredged to a depth of 23 feet, 
referred to a datum plane 579 feet above mean tide at New York, at a total 
estimated cost of $425,000. The division engineer recommends that the north 
entrance be closed, that the main entrance be deepened to 23 feet, and the 




















388 


RIVER AND HARBOR APPROPRIATION BILL. 


harbor basin area to 21 feet at low water, elevation 579.6 above mean tide at 
New York, at a total estimated cost of $206,000. The Board of Engineers for 
Rivers and Harbors concurs in the views of the division engineer. 

I concur in the views of the division engineer and the Board of Engineers 
for Rivers and Harbors, and therefore recommend legislation authorizing a 
modification of the existing project for the harbor of refuge at Harbor Beach, 
Mich., so as to provide for closing the north entrance, dredging the main en¬ 
trance to a depth of 23 feet and the anchorage area as marked on the accom¬ 
panying map to 21 feet, referred to elevation 579.6 above mean tide at New 
York, at a total estimated cost of $206,000, and $10,000 annually thereafter for 
maintenance. 

KEWEENAW WATERWAY, MICH. 

Location and description. —Keweenaw Waterway is a navigable 
channel 25 miles long, partly natural and partly artificial, across 
Keweenaw Point, Mich., with its upper or westerly entrance 166.5 
miles east of Duluth, Minn., and its lower or easterly entrance 205.5 
miles west of Sault Ste. Marie, Mich. 

Existing project. —The original project was adopted by the river 
and harbor act of September 19, 1890 (H. Doc. No. 105, 49th Cong., 
2d sess.), and provided for a 16-foot channel of 70 feet bottom width 
from bay to lake; the renewal of canal revetments; the reconstruction 
and extension of piers at Lake Superior entrance to 30-foot depth 
of water; the extension of the pier at the Keweenaw entrance to 20- 
foot depth of water; and at the proper time to increase the channel 
depth to 20 feet, with bottom width of not less than 120 feet. By 
modification approved March 15, 1898, the increase in width and 
depth of channel was authorized. 

The project was further modified by the river and harbor act of 
June 25, 1910 (H. Doc. No. 325, 60th Cong., 1st sess.), and provided 
for an anchorage basin just within the lower entrance about one-half 
mile long, 800 feet wide, a mooring pier on its westerly edge 2,000 
feet in length, and the purchase of the necessary land. 

The existing project then provides for a navigable channel across 
Keweenaw Point approximately 25 miles long, 20 feet deep, with 
least bottom width of 120 feet, with necessary pile and timber revet¬ 
ments; a stone-filled timber pier at the lower entrance extending to 
20-foot depth of water 3,700 feet long; converging stone-filled timber 
piers at upper entrance with westerly pier 2,745 feet long and east¬ 
erly pier 2,485 feet; with an upper entrance anchorage basin 3,600 
feet long by 600 feet wide, with 3,600 feet of pile-timber mooring 
piers; and a lower anchorage basin one-half mile long and 800 feet 
wide, with a pile-timber mooring pier 2,000 feet long. 

The reference plane for this harbor is low-water datum, which is 
601.75 feet above mean tide at New York. 

The approved estimated cost of the original project was $2,375,000; 
that of the modification provided for by act of June 25, 1910 (H 
Doc. No. 325, 60th Cong., 1st sess.), $210,000, making a total for the 
existing project of $2,585,000. No estimate for maintenance. 

The latest published maps are contained in the Annual Report for 
1903, page 1816, and House Document No. 325, Sixtieth Congress, 
first session. 

Condition at the end of fiscal year. —A navigable channel 25 miles 
long across Keweenaw Point with 20 feet depth and minimum width 
of 120 feet protected at both upper and lower entrances by break- 


RIVER AND HARBOR APPROPRIATION BILL. 


389 


waters of stone-filled timber cribs aggregating in total 8,690 feet in 
length. Stilling basin behind breakwaters at upper entrance. Har¬ 
bor basins conveniently located at both entrances. The proportion 
of the existing project accomplished is estimated at 99 per cent. The 
dredging done in the harbor of refuge has resulted in giving an 
available basin about 730 feet wide and one-half mile long, with a 
depth of 20 feet below low-water datum, and the depth increased 
from an average of about 6 feet before dredging to a depth of 20 
feet. The maximum draft that can be carried throughout the water¬ 
way is 19^ feet at low-water datum. The total expenditure under the 
existing project is $1,847,805.36, of which $1,786,379.34 was for im¬ 
provement and $61,426.02 for maintenance. The original project 
provided by the river and harbor act of September 19,1890, was com¬ 
pleted in the fiscal year of 1906 for $715,000 less than the original 
estimate. The breakwaters at the upper entrance were completed in 
1902; the breakwater at the lower entrance in 1900. The canal revet¬ 
ments were completed in 1902. 

Effect of improvement .—Navigation has been rendered safer 
through the waterway by its improvement and commercial facilities 
by connections with railroads which serve this important copper¬ 
mining district. The harbor basin is utilized by vessels. Water 
rates have been materially reduced through the enlargement of this 
waterway by the United States, allowing the use of larger vessels for 
the transportation of freight. It can not be determined that any 
reduction in rail rates has been effected, which is believed to be due 
to the fact that the railroads have to a large extent owned the vessel 
lines from the date of acquisition by the United States of the water¬ 
way up to the present year. The number of vessels using the upper 
harbor of refuge was 195, tonnage 411,729; at lower harbor of refuge 
was 56, tonnage 46,512, the lower harbor of refuge being available 
only for part of 1915. For average haul and rate per ton-mile see 
tables at end of report of the district officer. 

Proposed operations .—It is proposed to complete the harbor of 
refuge as projected, the available funds being considered sufficient. 
The work remaining is building 900 feet of mooring pier, now 60 per 
cent completed, and the dredging of 100,000 cubic yards of sand. 
This will be done with United States plant and hired labor and the 
purchase of material. It is contemplated to complete it during the 
present working season. It is proposed to repair the breakwaters at 
upper entrance, the superstructures of which are now in an advanced 
stage of deterioration. 

These breakwaters are stone-filled cribs 30 feet wide, with stone- 
filled timber superstructures with sloping face to seaward side. They 
rest upon a stone embankment where depth of water is greater than 
20 feet, with bearing piles spaced 8 feet under walls. Length of west 
breakwater 1,900 feet and of east breakwater 1,700 feet. Each 
breakwater has an L at the entrance. They have shore arms aggre¬ 
gating 1,630 feet. Total cost, $333,538.52. The plan for reinforce¬ 
ment is to use large rubblestone to build a sea slope and replace a 
part of the superstructure. It is also proposed to remove the two 
100-foot ells, as they are deemed a detriment to the entrance. It is 
further proposed to convert the entrance ends of the breakwaters 


390 


RIVER AND HARBOR APPROPRIATION BILL, 


into pierheads by reinforcement of interlocking steel sheet piling 
and to build a concrete superstructure on each pierhead. 

Additional funds will be required for maintenance of the water¬ 
way for the fiscal year ending June 30, 1918, and an estimate of 
$105,000 is submitted, as follows: 


For upper entrance breakwaters: 

37,144 tons of rock in place, at $1.40 per ton_$52, 001. 60 

Preparation of superstructure, west breakwater_ 3, 800. 00 

Removing west I_ 4, 000. 00 

Reinforcing 2 pierheads_ 15, 917. 60 

Administration and contingencies_ 14, 280. 80 

- $90, 000. 00 

For channel and general maintenance: 

Operation of dredging plant, proportionate part_ 4, 000. 00 

Operation of derrick scow and steam tug_ 6 , 000. 00 

Maintenance of buildings, care and preservation of 
United States property, administration, and con¬ 
tingencies_ 5, 000. 00 

- 15,000.00 


Total_ 105,000.00 


It is recommended as economical and expedient that the remain¬ 
ing $66,000, for repairs to breakwaters, be provided for under con¬ 
tinuing contract. 

Commercial statistics .—The greater portion of the freight business 
of 1915 was carried on by boats drawing 12J to 19^ feet of water and 
represents about 99 per cent of the total tonnage of through and local 
commerce. All other freight business was carried on by boats draw¬ 
ing from 6 to 12J feet of water and represents about 1 per cent of the 
total tonnage. Commerce through the waterway, westbound, con¬ 
sists principally of miscellaneous merchandise, coal, manufactured 
iron, salt and cement; eastbound freight consists principally of 
flour, lumber, grain, and iron ore. Freight received at ports within 
the waterway consists principally of coal, miscellaneous merchandise, 
manufactured iron, and cement. Freight shipped from ports within 
the waterway consists principally of copper, lumber, and stamp sand. 

Comparative statement. 


Through commerce. 

Local commerce. 

Short tons. 

Value. 

Short tons. 

Value. 

1,200,313 

823,556 

1,088,293 

$50,894,518 
47,431,947 
66,091,564 

1,060,247 
1,077,032 
1,374,636 

$21,655,816 
22,578,204 
44,322,561 


Amount expended on all projects from Sept. 19, 1890, to June 30, 

1916: 

New work-$1,786,379.31 

Maintenance_'_ 61, 426. 02 


Total- 1 , 847, 805. 36 


July 1, 1916, balance available_ 31 , 539 . 96 

Amount (estimated) required to be appropriated for completion 

of existing'project- 50,000.00 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918. for maintenance of improvement_ 105, 000. 00 
































RIVER AND HARBOR APPROPRIATION BILL. 


391 


KEWEENAW WATERWAY AT PRINCESS POINT, MICH.-NEW PROJECT. 

Report of the Chief of Engineers printed in House Document No. 
835, Sixty-third Congress, second session: 

Keweenaw Waterway is a navigable channel 25 miles long across Keweenaw 
Point, a peninsula on the south shore of Lake Superior, lying about midway 
between Sault Ste. Marie and Duluth. The waterway has a clear width of 
120 feet and a depth of 20 feet at mean low water throughout its entire length, 
but at Princess Point the channel makes a sharp turn, having a radius of 835 
feet for a distance of a quarter of a mile. The district officer states that the 
larger vessels have experienced difficulty in making the turn at this point, and 
a number of groundings and collisions have occurred during the last five years. 
The improvement desired is the making of a cut-off to remedy this difficulty. 
He submits two plans for the improvement, one contemplating a straight chan¬ 
nel at an estimated cost of $155,280, and the other a curved channel at an esti¬ 
mated cost of $138,000. The latter plan is not only less costly but appears to 
be preferred by navigators, and the district officer is of opinion that the locality 
is worthy of improvement in accordance with this plan. The division engineer 
expresses the opinion that Keweenaw Waterway is not worthy of improve¬ 
ment by the United States to the extent of making a cut-off at Princess Point. 

I concur with the views of the district officer and the Board of Engineers 
for Rivers and Harbors, and therefore report that the further improvement by 
the United States of Keweenaw Waterway is demed advisable to the extent 
of making a cut-off at Princess Point, under the plan contemplating a curved 
channel,.as shown on accompanying map. 200 feet wide on bottom and 20 feet 
deep at mean low water, at an estimated cost of $138,000. The cost of main¬ 
taining the waterway will not be increased by the improvement now proposed. 

SHIP CHANNEL CONNECTING WATERS OF THE GREAT LAKES BETWEEN 
CHICAGO, DULUTH, AND BUFFALO. 

Location and description .—This channel comprises the St. Marys 
River, Lake Huron, the St. Clair River, Lake St. Clair, and the De¬ 
troit River. 

Existing project .—The existing project, authorized by act of July 
13, 1892, provides for the construction of a ship channel 20 and 21 
feet deep and not less than 300 feet wide in the shallows of the con¬ 
necting waters of the Great Lakes between Chicago, Duluth, and 
Buffalo. The estimated cost was $3,340,000. No estimate of cost of 
maintenance was made. The project was based upon a report of 
preliminary examination contained in House Executive Document 
No. 207, Fifty-first Congress, second session. The project called for 
depths of 20 and 21 feet below mean low water, which is assumed to 
have been at 601.5 feet above mean tide at New York for Lake Su¬ 
perior; 584.2 at foot of locks, St. Marys River; 581.1 for Lake Huron; 
575.5 for Lake St. Clair; and 572,6 for Lake Erie. The river and 
harbor act approved July 27, 19^6, adopted the project submitted 
in House Document No. 782, Sixty-fourth Congress, first session, 
which contemplates securing a channel in St. Clair River along the 
water front of Port Huron, Mich., of adequate width and depth (21 
feet at low water and 400 feet wide), including a submerged weir be¬ 
low the channel, at an estimated cost of $83,325 for first construction 
and $1,000 annually for maintenance. The planes of reference for 
work under this project have been changed as follows: 580.4 at foot 
of locks; 578.9 at Mud Lake, St. Marys River; 578.8, lower St, Marys 
River; 579.6, foot of Lake Huron; 573.8, St. Clair Flats Canal; and 
573.8, Grosse Pointe Channel. A map of the improvement is pub- 


392 


RIVER AND HARBOR APPROPRIATION BILL. 


lished in House Document No. 266, Fifty-ninth Congress, second 
session. 

Condition at the end of fiscal year. —All the work done upon this 
improvement has been the widening and deepening of channels by 
dredging and rock removal. The improved channels are nowhere 
less than 300 feet wide, nor less than 21 feet deep referred to the 
datum planes of the existing project as originally adopted (1892). 
This project is regarded as having been completed in the fiscal year 
1909. The project depth referred to the datum planes now in use 
has been provided at nearly, but not quite, all of the localities covered. 
The increased depth given by this work varies from about 4 to about 
14.5 feet. At the end of the fiscal year the controlling depth referred 
to the present datum planes was 19 feet. During the navigation 
season the water level may vary from zero to about 2.5 feet above the 
adopted datum planes, and the draft which can be carried varies 
accordingly. 

The total amount expended to the end of the fiscal year is 
$3,340,025 for new work and $51,375.16 for maintenance, a total of 
$3,391,400.16. 

Effect of improvement. —This improvement affects the entire com¬ 
merce of the Great Lakes passing between the points covered by the 
project. It is believed that to attribute to the improvement in chan¬ 
nels the differences in freight rates of 1900 (1.18 mills per ton-mile) 
and 1915 (0.71 mill per ton-mile) would not exaggerate the effect of 
the improvement, especially in view of the fact that the greater per¬ 
missible draft has resulted in the use of vessels of greater tonnage, 
the carrying capacity of the largest freight steamers having in¬ 
creased from 8,000 tons in 1900 to 14,280 tons. 

Proposed operations .— (a) With the funds now available the work 
of dredging in Lake St. Clair now in progress under contract will 
be continued and completed, and the work of securing a channel in 
the St. Clair River along the w T ater front of Port Huron, Mich., 
will be done. The work of dredging in Lake St. Clair is being 
prosecuted at the rate of about 90,000 cubic yards per month, and 
it is expected that it will be completed well within the contract time 
of completion, November 26, 1916. The work of securing channel 
in St. Clair River will probably be done during the season of 1917. 

( b) With the funds to be furnished under the estimate submitted 
in this report it is proposed to do dredging to restore to project 
depth and width the portion of the ship channel at Grosse Pomte 
Channel, Lake St. Clair, that remains after the contract now in 
progress is completed. This will require the removal of approxi¬ 
mately 1,750,000 cubic yards at an estimated cost of 15 cents per cubic 
yard, or a total of $284,000, including contingencies, the amount of 
the estimate herein. This channel, which is now the point of least 
depth in the ship channel connecting the Lakes, was completed in 
1905 ; since which time no work of redredging has been done and 
considerable shoaling has taken place. 

Commercial statistics. —See statements of commercial statistics in 
reports upon St. Marys Falls Canal, Mich.; St. Clair Flats Canal, 
Mich.; and Detroit River, Mich. 


RIVER AND HARBOR APPROPRIATION BILL. 


393 


Amount expended on all projects from July 13, 1892, to June 30, 


1916: 

New work_$3, 340, 025. 00 

Maintenance_ 51,375.16 


Total_ 3, 391, 400.16 


Balance available for fiscal year ending June 30, 1917_ 111, 272. 72 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 284,000.00 


ROUGE RIVER, MICH. 

Location and description— The Rouge River rises in Oakland and 
Washtenaw Counties, Mich., flows in an easterly direction, and emp¬ 
ties into the Detroit River at the southerly limits of the city of 
Detroit. The river is about 30 miles in length. The drainage area 
is about 450 square miles. The discharge is not known. The river 
is nontidal and the current sluggish, the fall being practically noth¬ 
ing in the improved portion of the river. Average width, 160 feet. 

Existing project. —The existing project provides for dredging a 
channel 21 feet deep from the mouth of the river to the first bridge, 
a distance of about 1,800 feet, with a width of 240 feet at the mouth, 
tapering to 100 feet at a distance of 800 feet from the mouth, a chan¬ 
nel 16 feet deep and 100 feet wide from this first bridge to the 
Wabash railroad bridge and a channel 13 feet deep (width not speci¬ 
fied) thence to Maples Road. The length of the section covered by 
this project is 4^ miles. The estimates of cost of this work are as fol¬ 
lows: $31,690.39 for the 16-foot channel from mouth to Wabash 
bridge, $5,000 for the 13-foot extension to Maples Road, and $3,575 
for deepening channel to 21 feet at the mouth. No estimate of cost of 
maintenance of these channels was made except in the case of the 21- 
foot channel, which it was estimated would require $3,000 annually 
to maintain. The work was originally authorized by act of August 
11, 1888, and was based upon report of examination and survey con¬ 
tained in Report of the Chief of Engineers for 1887, pages 2275- 
2278. The extension to Maples Road was authorized by joint resolu¬ 
tion of April 11, 1898, and was based upon report contained in House 
Document No. 138, Fifty-fifth Congress, second session. The increase 
in depth at the mouth was authorized by act of March 2,1907, and was 
based upon report contained in House Document No. 289, Fifty-ninth 
Congress, first session. The adopted reference plane for work under 
this project is 572.5 feet above mean tide at New York. A map show¬ 
ing the improvement will be found opposite page 1994, Report of the 
Chief of Engineers for 1903. 

Condition at the end of fiscal year. —All the work done on this 
river has been dredging to deepen the channel, and it has resulted in 
securing a channel of th.e project widths and depths. The con¬ 
trolling depths at the end of the fiscal year at the project plane of 
reference are 16 feet to the Solvay Bridge, 13.5 feet to the Wabash 
Bridge, and 12.5 feet to Maples Road. Except during floods, the 
level of the river fluctuates with that of the Detroit River, generally 
during the navigation season from zero to 1.5 feet above the project 
datum plane, and the available depth varies accordingly. The total 
expenditures under the existing project up to the end of the fiscal 










394 


RIVER AND HARBOR APPROPRIATION BILL. 


year are $50,082.49 for new work and $50,988.77 for maintenance; a 
total of $101,071.26. The project was completed during the fiscal 
year 1908. 

Effect of improvement. —As a result of this improvement the area 
suitable for the establishment of manufacturing plants in the vicinity 
of Detroit has been greatly enlarged and freight rates to points along 
the river have been materially reduced. 

Proposed operations. —No work of any amount has been done to 
maintain the improved channel since 1912. A recent examination 
shows that there has been considerable shoaling since that time and 
that it will require the removal of approximately 75,000 cubic yards 
of material to restore the channel depth and width, and it is esti¬ 
mated that this will cost, including contingencies, about $7,000 in 
addition to the available balance of $5,618.74. An estimate for this 
amount is therefore submitted. 

Commercial statistics. —The commerce of the river consists mainly 
of gravel and sand, iron ore, petroleum products, stone, pulp wood, 
and lumber. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913... 

1,684,742 

1,439,932 

1,651,823 

$4,401,466 
3,301,782 
3,759,224 

1914. 

1915. 



Vessels carrying freight on the improved portion of the channel 
usually load to the maximum draft available. 

Amount expended on all projects from Aug. 11, 1888, to June 


30, 1916: 

New work_$50, 082. 49 

Maintenance_ 59, 988. 77 


Total_101,071.26 


July 1, 1916, balance unexpended_ 5, 618. 74 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 7, 000. 00 


CLINTON RIVER, MICH. 

Location and description. —This river has its source in Oakland 
County, Mich., flows in an easterly direction, and empties into Anchor 
Bay, in the northwestern part of Lake St. Clair. It is about 60 miles 
long. 

Existing project. —The existing project, adopted by act of August 
5,1886, provides for a depth of 8 feet from .the 8-foot contour in Lake 
St. Clair to the city of Mount Clemens, the construction of a pile dike 
across the flat at the mouth and of revetments as needed above the 
mouth, for closing the main channel and making a straight cut 
through Shoemakers Bend, and for closing Catfish Channel. The 
adopted reference plane for dredging is 573.6 feet above mean tide at 
New York. The length of the section of the river included in this 
project is about 42,500 feet, including a cut 2,500 feet long out into 
the lake. The original estimated cost was $25,000, revised and 


















RIVER AND HARBOR APPROPRIATION BILL. 


395 


amended in 1888 and 1889 to $34,564. No estimate of cost of main¬ 
tenance was made. The project is based upon reports of examination 
and survey contained in Senate Document No. 199, Forty-sixth Con¬ 
gress, second session, and House Document No. 210, Forty-eighth 
Congress, second session. A map showing the improvement will be 
found at page 1999, Report of the Chief of Engineers for 1903. 

Operations and results during the fiscal year .—The work which 
has been done on this river during the past fiscal year was for main¬ 
tenance of the improved channel. For this purpose $13,900 cubic 
yards of material were removed mainly at the mouth of the river, 
where it was necessary to do dredging at two different times during 
the year. A small amount of dredging was also done at the upper 
end of the improvement. The expenses in connection with this work 
are as follows: Hire of dredge, $1,085.83; incidental expenses, $100; 
a total of $1,185.83. During the year $1,065.03 was expended, all 
for maintenance. 

Condition at the end of fiscal year. —The work done on this river 
has been dredging to deepen the channel and the construction of a 
pile dike at the mouth and of revetments above the mouth, and it 
has resulted in providing the depths called for by the project. The 
controlling depth at the end of the fiscal year at the project plane 
of reference was 6 feet. Except during floods, the level of the river 
fluctuates with that of Lake St. Clair, generally during the naviga¬ 
tion season, from zero to 1.5 feet above the project datum plane, 
and the available depth varies accordingly. The total expenditures 
under the existing project up to the end of the fiscal year are $34,- 
546.26 for new work and $39,438.34 for maintenance, a total of 
$73,984.60. The project was completed in the fiscal year 1894. 

Local cooperation. —No conditions were imposed by law at the 
time of adoption of any of the projects. In the spring of 1884 the 
people of Mount Clemens contributed to a fund, which was expended 
in deepening the channel from the lake to that city. The city also 
deeded to the United States for a nominal sum the land needed to 
rectify the channel at Shoemakers Bend. 

Effect of improvement. —The effect of the improvement on freight 
rates can not be determined. 

Proposed operations. —It is not proposed to do anything with the 
funds now available, unless an emergency should make it necessary 
to do some dredging before additional funds are provided. 

It is estimated that to do in the most advantageous manner such 
work of redredging as may be necessary $1,500 in addition to the 
amount now available should be provided, and an estimate for this 
amount is submitted. 

Commercial statistics. —The commerce of the river consists of coal, 
logs, bolts, and salt. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 


22,683 

$40,256 


14,108 

40,872 


14,352 

31,777 















396 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from Aug. 30, 1852, to June 30, 


New work_-— $00, 046. 26 

Maintenance _ 09, 438. 34 


Total_ 99. 484 - 60 


Balance available for fiscal year ending June 30, 1917- 1, 993. 57 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 1, 500. 00 


HARBOR AT PORT WING, WIS. 

Location and description. —The harbor is situated on the south 
shore of Lake Superior, 34 miles east of Duluth. It has a width of 
200 feet and a length of about 2,000 feet, and consists of the improve¬ 
ment of the mouth of Flag River. 

Existing project. —The existing project provides for a channel 150 
feet wide with 15-foot depth to be dredged between the piers and 500 
feet along the pile revetment parallel to the spit. The depths are 
referred to low-water datum, which is 601.75 feet above mean tide 
at New York. It also provides for the construction of two parallel 
piers at the entrance 200 feet apart and 800 and 825 feet long, 
respectively, the piers to consist of two rows of piling, filled in with 
slabs and topped with large rock. At the inner end of the east pier 
a square return pile revetment to be constructed to preserve the sand 
spit from erosion, also a pile revetment along the east bank. The 
approved estimate of cost was $44,992, which was increased to 
$56,539 in 1908. There was no estimate for maintenance. (II. Doc. 
No. 114, 56th Cong., 1st sess., adopted by the river and harbor act of 
June 13, 1902.) For latest published map see Annual Report for 
1903, page 1810. 

Condition at the end of fiscal year. —Two entrance piers, 800 and 
601 feet long, respectively, were constructed. A pile revetment 45 
feet in length was built at the inner end of the east pier and at right 
angles to it, also a pile revetment 100 feet long at the inner end of 
the west pier to prevent erosion. An entrance channel 100 feet wide, 
and extending from deep water in the lake to a distance of 200 feet 
inside of the inner end of the east pier, and a portion of the turning 
slip 150 feet wide, and extending 200 feet east of the face of the east 
pier was dredged, all to a depth of 15 feet below low-water datum. 
The improvement has been maintained by dredging shoals and 
repairing piers. The proportion of the present project accomplished 
up to the end of the fiscal year is 80 per cent. Where originally there 
was an unstable depth of 13 feet there is now a channel 15 feet deep at 
low water, with a least width of 80 feet extending from deep water 
in the lake through the piers and 200 feet inside the inner end of the 
east pier, and a turning slip 150 by 200 feet to the east and inside of 
the end of the east pier, all permitting a draft of 14J feet. Private 
interests maintain a channel along the lumber dock inside the harbor. 
This channel at the time of the last survey, June 11,1915, had a depth 
of 13 feet below low-water datum, with a minimum width of 50 feet 
for a distance of 500 feet above the Government improvement. There 
remains 224 feet of the west pier and some pile revetment to build 
and dredging to widen the entrance channel 50 feet and extend the 
channel along the sand spit 300 feet, to finish the project. The 










RIVER AND HARBOR APPROPRIATION BILL. 397 

expenditures under the present project up to the end of the fiscal 
year, not including outstanding liabilities, were $43,556.45 for im¬ 
provement and $30,315.61 for maintenance, a total of $73,872.06. 

Local cooperation. —The river and harbor act of June 13, 1902, by 
which the project was adopted, provided that before the commence¬ 
ment of operations the United States should be given a clear title, 
without cost, to all lands needed for the improvement. This provi¬ 
sion was complied with by a deed to the United States, dated July 
9, 1902, conveying 7 acres of land at the harbor entrance. Private 
interests have maintained a channel along the lumber wharf for dis¬ 
tances varying at different times from 500 to 2,000 feet above the 
Government improvement. This channel fills up with material 
brought down the river by freshets and has to be redredged often. 

Effect of improvement. —The construction of the harbor has been 
an essential factor in the development of the commerce of Port Wing, 
whereas there was practically none prior to commencement of im¬ 
provements. All vessels of the class engaged in commerce with this 
port make use of the Government improvements. About 22 per cent 
of the vessels now using the harbor could do so without the aid of 
these improvements. This class requires a depth of 6 to 10 feet. The 
balance of the vessels (about 78 per cent) require a draft of 12 to 15 
feet of water. 

Proposed operations. —It is proposed to expend the available bal¬ 
ance of $5,119.94 for improvement in extending the west pier 224 
feet to its full projected length in so far as the funds will permit. It 
is estimated that 160 linear feet can be built with the funds on hand 
and that they will be exhausted October 15,1916, as follows: 

In part for operation of United States floating derrick and pile driver- $2, 000. 00 


For purchase of materials_ 2, 000. 00 

In part for administration and contingencies__ 1,119. 94 


Additional funds will be required for improvement and mainte¬ 
nance for the fiscal year ending June 30, 1918, and an estimate of 
$8,000 is submitted. These funds w T ill be expended as follows: 

For improvement: To complete extension of 224 feet to west pier in part 


for operation of United States floating derrick and pile driver_$1, 600 

For maintenance: 

Operation of U. S. dredge Gaillard, scows, and tug, in part_ 3, 000 

Operation of United States derrick scow, in part_ 2, 000 

Administration and contingencies_ 1, 400 


Total_ 8, 000 


The last dredging for the removal of shoals was done in 1913, and 
only minor repairs have been made to piers for some years. Shoals 
have encroached on the channel until there is a width of only about 
80 feet of water 15 feet deep. 

Commercial statistics. —Receipts consisted principally of miscel¬ 
laneous merchandise; shipments consisted of fish and forest products. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 


11,712 

1,986 

1,432 

$192,516 


78,541 

78,041 





















398 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount expended on all projects from June 13, 1902, to June 30, 

1916: 

New work_$43, 556. 45 

Maintenance_ 30, 315. 61 


Totals_ 73,872.06 


Amount (estimated) required to be appropriated for completion of 
existing project_ 7, 862. 61 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement_ 1, 600. 00 

For maintenance of improvement_ 6, 400. 00 


Total_ 8, 000. 00 


ASHLAND HARBOR, WIS.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 1698, 
Sixty-fourth Congress, second session: 

Ashland Harbor is situated at the head of Chequamegon Bay, 95 miles easterly 
from Duluth. The present project provides for the construction of a break¬ 
water 8,000 feet long, with a detached arm approximately 4,700 feet long extend¬ 
ing to the shore parallel to the main breakwater and 2.600 feet to the eastward; 
a dike to close a breach in Chequamegon Point at the mouth of the bay, and a 
dredged channel 20 feet deep and 200 feet wide along the dock front. The 
total expenditures to June 30. 1915, were $600,674.42, of which $259,994.31 was 
for new work and $340,680.11 for maintenance. The district officer is of opinion 
that the closure of the breach in Chequamegon Point is no longer required and 
that the easterly detached breakwater should be abandoned. He recommends 
that the project, which has-heretofore been somewhat indefinite regarding cer- 
taing features, be modified to read as follows: 

“ The construction and maintenance of an 8,000-foot breakwater and the con¬ 
struction and maintenance of a dredged channel 20 feet deep and 200 feet 
wide along the dock front, 75 feet outside the harbor line, from Ellis Avenue 
produced, to a point 400 feet westerly of Seventeenth Avenue west produced.” 

The estimated cost of this project is $269,994.31, including work already 
accomplished, leaving $10,000 required to complete the improvement. Main¬ 
tenance is estimated at $6,000 annually. The division engineer and the Board 
of Engineers for Itivers and Harbors concur in the views of the district officer 
with the amendment that the depth be defined as 20 feet at low water, 601.6 
feet above mean tide at New York. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors and therefore recommend legislation 
authorizing the modification and restatement of the project for improvement of 
Ashland Harbor, Wis., as specified above, the datum plane to be taken as 601.6 
feet above mean tide at New York City. 

GREEN BAY HARBOR, WIS.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 626, 
Sixty-fourth Congress, first session: 

The harbor of Green Bay is situated at the head of Green Bay at the mouth 
of Fox River. The improvement maintained by the United States consists of 
an outer channel extending northerly in Green Bay from the mouth of Fox 
River a distance of about 4 miles, with a depth of 20 feet below mean lake level 
(581.63 feet above mean tide at New York City), and a width of 200 feet at the 
southerly end and 500 feet at the outer end, and an inner channel extending 
from the southerly limits of the city of Green Bay to the City of Depere, a dis¬ 
tance of about 5 miles, having a depth of 17 feet and a width of 150 feet. 
Under the present investigation, consideration has been limited to the outer 
channel. Due to fluctuations of water level in Green Bay, the channel depth of 
21 feet at mean low water named in the act would require a depth of 23 feet 















RIVER AND HARBOR APPROPRIATION BILL. 


399 


below mean lake level. The commerce for 1914 aggregated 898,008 tons, of 
which over 80 per cent was coal. Many of the vessels handling this coal have a 
full-load draft of 19 to 20 feet, or about 1 to 2 feet greater than the actual avail¬ 
able depth. From his study of the commercial situation the district officer is of 
the opinion that the commerce of this harbor has been retarded by the inade¬ 
quate navigation facilities available, and he believes that some improvement of 
conditions is advisable. He submits estimates of cost for a channel 23 feet deep 
at mean lake level, with widths of 400, 300, and 200 feet, amounting to $550,000, 
$422,000, and $247,500, respectively, and for a channel 22 feet deep and of simi¬ 
lar widths, amounting to $378,000, $271,000, and $110,000, respectively. In a 
supplemental report dated January 3, 1916, he also submits an estimate, amount¬ 
ing to $44,000, for increasing the depth of the present channel to 21 feet below 
mean lake level. He believes the locality worthy of improvement to the extent 
of providing a channel 22 feet deep below mean lake level, with a minimum 
width of 200 feet, at an estimated cost of $110,000 for the first construction and 
$12,000 annually for maintenance. The division engineer concurs in this opin¬ 
ion but believes that the project depth should be designated as 20 feet at low 
water. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the fur¬ 
ther improvement by the United States of the harbor at Green Bay, Wis., is 
deemed advisable to the extent of deepening the outer channel to 20 feet at 
mean low water or 22 feet at mean lake level (581.63 feet above mean tide at 
at New York City), with a minimum width of 200 feet, at an estimated cost of 
$110,000 for first construction and $12,000 per annum for maintenance. 

GREEN BAY HARBOR, WIS.-MODIFICATION OF PROJECT FOR, TO INCLUDE 

THE MAINTENANCE OF THE TURNING BASIN IN DEPERE HARBOR. 

Report of the Chief of Engineers, printed in House Document 
1017, Sixty-fourth Congress, first session. 

The city of Depere is situated on the Fox River about 5 miles from the city 
of Green Bay. The existing project, adopted by the act of June 25, 1910, 
provides for a turning basin having a depth of 17 feet. The project has been 
completed and simply requires maintenance. The channel in the Fox River 
between the city of Green Bay and Depere has been dredged and maintained 
at a depth of 17 feet below mean lake level under appropriations for improve¬ 
ment of Green Bay Harbor, Wis. The district officer states that the turning 
basin at Depere is simply an adjunct of the inner Green Bay Harbor Channel, 
and he recommends that it be dropped as a separate project, and its future 
maintenance, estimated to cost $60(5 per annum, be included in the project for 
improvement of Green Bay Harbor, Wis. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore recommend legisla¬ 
tion authorizing the modification of the project for improvement of Green 
Bay Harbor, Wis., to include the maintenance of the turning basin at Depere. 

STURGEON BAY AND LAKE MICHIGAN SHIP CANAL, WIS. 

Location and description .—This improvement is on the west shore 
of Lake Michigan, distant about 47 miles northeasterly from Green 
Bay and about 128 miles northerly from Milwaukee. It consists of a 
revetted canal 7,200 feet long connecting Lake Michigan and Stur¬ 
geon Bay. a basin having an area of about 12 acres inclosed by break¬ 
waters at the Lake Michigan end of the canal, and a dredged chan¬ 
nel about 4 miles long connecting the westerly end of the canal with 

deep water in Sturgeon Bay. . 

Existing project .—The existing project, adopted by the river and 
harbor act of June 13, 1902, provides for increasing the depth 
throughout the improvement to 21 feet; estimated cost, $222,000. 
(II Doc. No. 117, 56th Cong., 2d sess.) The plane of reference is 


400 


RIVER AND HARBOR APPROPRIATION BILL. 


581.63 feet above mean tide at New York City, being the mean lake 
level of Lake Michigan for the years 1860-1875. 

The present complete plan of improvement provides for a basin 
protected by two converging timber breakwaters, each 1,344 feet 
long, at the easterly or Lake Michigan end of the canal, through 
which a channel has been dredged for an average width of 160 feet, 
and 600 feet wide beyond the basin, extending to deep water in Lake 
Michigan; a timber-revetted canal 7,200 feet long, 160 feet wide for 
the easterly 6,200 feet and 250 feet wide for the westerly 1,000 feet; 
and a channel in Sturgeon Bay from westerly end of canal, about 
4 miles long and 200 feet wide. 

For latest published map, see House Document No. 1382, Sixty- 
second Congress, third session. 

Condition at the end of fiscal year. —The existing project was 
completed during the fiscal year ending June 30, 1905. The con¬ 
trolling depth throughout the improvement at the end of the fiscal 
year is 21 feet at the project plane of reference. Repairs are needed 
to the canal revetments. The harbor piers are generally in good 
condition. The expenditures under existing project w 7 ere $236,217.45 
for improvement, $19,125.69 for maintenance, a total of $255,343.14. 

Effect of improvement. —The principal effect is the shortening of 
the distance from ports on the west shore of Lake Michigan to 
Menominee Harbor by about 50 miles and to Green Bay Harbor by 
about 70 miles. It has likewise afforded shelter to vessels during 
storms. The following vessels sought shelter during the past fiscal 
year: Steamers, 41; sailing vessels, 32; unrigged vessels, 11; total, 
84. Approximate total value of cargoes carried by vessels seeking 
shelter, $233,760. It is believed that the project has a material effect 
in controlling freight rates on bulk commodities, such as coal, grain, 
and lumber. It is impracticable to estimate the amount of reduction 
in rates thereby effected. 

Proposed operations. —The following estimate is submitted for 
maintenance of the canal and works incident thereto to June 30, 
1918: 


Operation of U. S. clipper dredge Kewaunee one-lialf month, at $4,000_$2, 000 

Repairing 1,200 linear feet of canal revetments, at $7.50_ 9, 000 

Minor repairs to entrance piers___•_ 500 

Repairs of plant and buildings_ 1, 000 

Engineering and contingencies_!_ 2,500 


Total_-_15,000 


Commercial statistics. —The general character of the commerce 
for the current year is cement, coal, dairy products, fish, lumber, 
manufactured iron, and general merchandise. The usual limit of 
draft of coal and grain-carrying vessels is 18.5 feet, and vessels 
carrying lumber, stone, and general merchandise, 15 feet. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

548,660 
499,634 
539,695 

$12,331,535 
12,217,524 
11,956,223 

1914. 

1915. 

















RIVER AND HARBOR APPROPRIATION BILL. 


401 


Al 1916^ eXpended 011 a11 l )r °j ects from Mar. 3, 1873, to June 30, 

New work_ 

Maintenance_ 


$559, 636. 85 
49, 825. 55 


Total 


609, 462. 40 


can k. e P r °fitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 15 ? 000. 00 


TWO RIVERS HARBOR, WIS. 

Location and description. —This harbor is on the west shore of 
Take Michigan, distant about 79 miles northerly from Milwaukee 
and about 97 miles from Green Bay via Sturgeon Bay Canal. The 
harbor is at the mouth of the Twin Rivers and consists of a basin 
having an area of about 4 acres and a channel extending therefrom 
to deep water in Lake Michigan. 

Existing project.— The existing project, adopted March 2, 1907, is 
a modification of plan A, printed in House Document No. 730, Fifty- 
ninth Congress, first session, containing latest published map, and 
provides for increasing the depth of channel to 16 feet and for the 
construction of a stilling basin on the north side of harbor. The sum 
of $90,000 was appropriated for the purpose. The plane of reference 
is 581.63 feet above mean tide at New York City, being the mean 
level of Lake Michigan for the years 1860-1875. 

The present complete plan of improvement provides for a channel 
1,700 feet long, 240 feet wide, protected by timber crib and pile piers 
und revetments, leading to an interior basin, and a stilling basin of 
about 3^ acres area on the north side of the channel. 

Condition at the end of fiscal year. —The project was completed 
during the fiscal year ending June 30, 1910. The controlling depth 
at the end of the fiscal year is 16 feet at the project plane of refer¬ 
ence. The piers are in generally good condition except for a small 
amount of stone needed for filling pockets. The revetment in front 
of United States Coast Guard station is in bad condition. The ex¬ 
penditures under existing project were $53,559.40 for improvement, 
$59,436.77 for maintenance, a total of $112,996.17. 

Effect of improvement .—The completion of the project has effected 
a marked increase in the amount of commerce, the increase in tonnage 
for the last three years being approximately 75 per cent. It is be¬ 
lieved that the project has some effect in controlling freight rates. 

Proposed operations. —The following is a statement of the work 
proposed to be done with the funds now available: 

Operation of U. S. dipper dredge Ketvcmnee, seasons of 1917 and 1918- $2, 000. 00 
Rebuilding in wood with concrete superstructure 450 

linear feet north revetment (in front of United States 


property) season of 1917, at $20 per foot_$9,000.00 

Less material on hand_ 3,195. 32 

- 5,804.68 

Engineering and contingencies- 1,133. 28 


Total_ 8, 937. 96 


Dredging for maintenance of channel will be required. Additional 
stone is required for filling pockets in harbor piers. The following 
H. Kept. 1289, 64-2-26 















402 


RIVER AND HARBOR APPROPRIATION BILL. 


estimate of work proposed to be done prior to June 30, 1918, in addi¬ 
tion to work to be done with the funds now available, is submitted: 

Operation of U. S. dipper dredge Kewaunee one-fourth month, at $4,000— $1, 000 
750 tons of stone for pier filling, at $1.50- 1,125 


Engineering and contingencies_ 375 

Total_ 2, 500 


Commercial statistics. —The general character of the commerce for 
the current year is coal, grain, fish, lumber, and stone. The usual 
limit of draft of vessels is 14.5 feet. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

27,283 
38,579 
47,897 

$130,725 

1914.. 

169.043 

1915. 

198,596 



Amount expended on ail projects from Mar. 3, 1871, to June 30, 

1916: 

New work_$268, 059. 40 

Maintenance__ 92, 550.12 


Total_1_ 360, 609. 52 


Balance available for fiscal year ending June 30, 1917_ 8, 937. 96 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_:_ 2, 500. 00 


MANITOWOC HARBOR, WIS. 

Location and description. —This harbor is on the west shore of 
Lake Michigan, distant about 76 miles northerly from Milwaukee 
and about 102 miles from Green Bay via Sturgeon Bay Canal. It 
is located at the mouth of the Manitowoc River and is formed by in¬ 
closing a portion of Lake Michigan within breakwaters, forming a 
basin having an area of about 78 acres. The commercial harbor is 
located within the Manitowoc River, which has been dredged and 
is maintained by the municipality. 

Existing project. —The existing project, adopted by the river and 
harbor act of March 2, 1907, provides for the reconstruction of the 
harbor in accordance with report submitted in House Document No. 
62, Fifty-ninth Congress, first session, as modified by the Board of 
Engineers for Rivers and Harbors; estimated cost, $486,000. 

The present complete plan of improvement provides for an ex¬ 
terior basin protected by two converging breakwaters extending 
from the shore, the north breakwater 2,540 feet long, the south 
breakwater 2,290 feet long, and consists of piling, concrete, caissons, 
and timber cribs; and a channel 2.000 feet long, 500 feet wide, and 
20 feet deep through the basin, extending from the mouth of the 
river to deep water in Lake Michigan. The plane of reference is 
581.63 feet above mean tide at New York City, being the mean level 
of Lake Michigan for the years 1860-1875. For latest published 
map see House Document No. 136, Sixty-third Congress, first session. 

Condition at the end of fiscal year. —The approved project w T as 
completed during the fiscal year ending June 30, 1911, for $28,783.69 






















RIVER AND HARBOR APPROPRIATION BILL. 


403 


less than the estimate, the amount expended on new work and main¬ 
tenance to that time being $440,080.85. The controlling depth at 
the end of the fiscal year is 20 feet at the project nlane of reference. 
The south crib breakwater is in good condition; the north crib 
breakwater is beginning to show considerable decay. The concrete 
caissons are in fair condition. The north pile pier connecting the 
caissons with shore shows considerable decay. The south pile pier 
is in good condition. Many of the pockets in the cribs and pile 
piers are partially empty and need refilling with stone. The ex¬ 
penditures under existing project were $234,248.48 for improvement, 
$224,199.41 for maintenance; a total of $458,447.89. 

Effect of improvement .—The principal effect has been to increase 
the volume of car-ferry business and of coal receipts for shipment to 
the interior. 

Proposed operations.—The following is a statement of the work 
proposed to be done with the funds now available: 

Operation of U. S. dipper dredge Kewaunee , one-half month (June, 


1917), at $4,000-$2,000.00 

750 tons stone for pier filling (June, 1917), at $1.50_ 1,125. 00 

Engineering and contingencies_ 573 . 04 


Total- 3 , 698. 04 


No extensive repairs to the piers are immediately needed. Addi¬ 
tional stone for filling and riprap is, however, required. The fol¬ 
lowing estimate of the work proposed to be done prior to June 30, 
1918, in addition to the work to be done with funds now available, is 
submitted: 


3,500 tons stone, at $1.50_$2,250 

Minor repairs to piers_ 500 

Engineering and contingencies_ 250 


Total___ 3, 000 


Commercial statistics .—The general character of the commerce for 
the current year is aluminum ware, grain, flour, pig copper, lumber, 
coal, manufactured iron, and miscellaneous freight. The usual limit 
of draft of car ferries is 16 feet; coal and grain carrying vessels, 19 
feet; other vessels, 15 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913... 

1,901,065 

1.742,860 

$72,805,380 
106,412,333 
58,507,281 

1914. 

1915. 

i; 586,808 



Amount expended on all projects from Aug. 20, 1852, to June 30, 

1916: 

New work_$634, 595.12 

Maintenance_._ 278, 519. 56 


Total_ 913,114. 68 


July 1, 1916, balance unexpended- 3, 698. 04 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 3, 000. 00 




























404 


RIVER AND HARBOR APPROPRIATION BILL. 


SHEBOYGAN HARBOR, WIS. 

Location and\ description. —This harbor is on the west shore of 
Lake Michigan, distant about 24 miles south from Manitowoc and 
about 52 miles north of Milwaukee. It is located at the mouth of 
the Sheboygan River and is formed by inclosing a portion of Lake 
Michigan within breakwaters, forming a basin having an area of 
about 102 acres. The commercial harbor is located within the She¬ 
boygan River, which has been dredged and is maintained by the mu¬ 
nicipality. 

Existing project. —The existing project, adopted by the river and 
harbor act of March 2, 1907, provides for extension of the north 
breakwater, for a south breakwater, and for subsequent necessary ex¬ 
tensions to each breakwater in general accordance with type plan 
as set forth in report submitted in House Document No. 62, Fifty- 
ninth Congress, first session. 

In Annual Report for 1911, page 1967, a tentative plan of im¬ 
provement was published, the estimated cost being $998,000. It was 
recommended, however, that the work in the immediate future be 
confined to extending the north breakwater shoreward, postponing 
the construction of a south breakwater until its necessity should be 
more fully demonstrated. The estimated cost of this partial im¬ 
provement is $362,000. 

The present plan of improvement provides for an exterior basin 
protected on the north by a breakwater, about 3,900 feet long, con¬ 
sisting of timber cribs, concrete caissons, and piling, extending to the 
shore, and on the south by a crib and pile pier about 2,750 feet long; 
and a channel about 3,000 feet long, 360 feet wide, and 21 feet deep 
through the basin, extending from the river mouth to deep water in 
Lake Michigan, and protected on the north side at river mouth 
by a pile pier and revetment about 570 feet long. The plane of ref¬ 
erence is 581.63 feet above mean tide at New York City, being the 
mean level of Lake Michigan for the years 1860-1875. For latest 
published map, see Annual Report for 1909, opposite page 1968. 

Condition at the end of fiscal year. —The partial project providing 
for construction of north breakwater and removal of old north pier 
and dredging was completed during the fiscal year. The controlling 
depth at the end of the fiscal year is 21 feet at the project plane of 
reference. The north breakwater is in good condition, except the rip¬ 
rap around the older portion, which consists of timber cribs, has set¬ 
tled. Portions of the south pier are in poor condition, but it is be¬ 
lieved no extensive repairs should be made pending the determina¬ 
tion as to necessity of a south breakwater. The remaining portion of 
the north pier at the shore and the revetment in front of the Govern¬ 
ment property are very dilapidated. The expenditures under exist¬ 
ing project are $374,441.07 for improvement and $65,650.33 for main¬ 
tenance ; total $440,091.40. 

Effect of improvement. —The principal effect has been a marked 
stilling effect of the water in the river, with increased safety for ves¬ 
sels moored in the lower portion of the Sheboygan River.* It is be¬ 
lieved that the project has a material effect in controlling freight 
rates, both locally and for transshipment. 


RIVER AND HARBOR APPROPRIATION BILL. 405 

Proposed operations .—The following is a statement of the work 
proposed to be done with the funds now available: 


Operation of U. S. clipper dredge Kewaunee, one-half month (June 

1917, and June, 1918), at $4,000___$2,000.00 

Rebuilding 250 linear feet of superstructure in concrete, on north stub 

pier (June and July, 1917), at $16_ 4,000.00 

Rebuilding 250 linear feet of superstructure in concrete on revetment 

in front of United States property (June and July, 1917), at $10___ 2, 500. 00 
1,500 tons stone for additional riprap around breakwater and filling 

pockets of south pier (August, 1916), at $1.50_ 2, 250. 00 

Engineering and contingencies_ 1,107. 72 


Total-___ 11, 857. 72 


. Additional stone is needed for riprap along the breakwater, espe¬ 
cially the older portion, consisting of timber cribs. The following 
estimate for work proposed to be done prior to June 30, 1918, in addi¬ 
tion to work proposed to be done with funds available, is submitted: 
4,000 tons stone riprap along breakwater for 800 linear feet of crib sec¬ 


tion, at $1.50_____$6,000 

Engineering and contingencies_ 600 

Total__ 6, 600 


The average cost of maintenance for past three years is $4,306.24. 
The excess amount requested for maintenance is due to stone required 
to bring riprap of breakwater up to necessary height. During the 
past three years but little riprap was deposited. 

Commercial statistics .—The general character of the commerce for 
the current year is furniture, leather, coal, groceries, and general 
merchandise. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

761,971 
637,679 

$7,262,386 

9,331,213 

9,592,218 

1914... 

1915. 

665,502 



Amount expended on all projects from June 23, 1856, to June 30, 


1916: 

New work_ $862, 257. 71 

Maintenance_ 152, 933.13 


Total_1, 015,190. 84 


July 1, 1916, balance available—^-•--- 11, 857. 72 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 6, 600. 00 


MILWAUKEE HARBOR, WIS., INCLUDING HARBOR OF REFUGE. 

Location and description .—This harbor is on the west shore of 
Lake Michigan, distant about 85 miles northerly from Chicago and 
about 85 miles west of Grand Haven, Mich. It is located at the 
mouth of the Milwaukee River and consists of a channel about 1,650 
feet long, extending from deep water in Lake Michigan to the mouth 
of the river and protected by piers 360 feet apart at outer end and 






























406 RIVER AND HARBOR APPROPRIATION BILL. 

545 feet apart at the shore end. The commercial harbor is in the 
Milwaukee, Menomonee, and Kinnikinnic Rivers and has been 
dredged and maintained by the municipality. The harbor of refuge 
is formed by inclosing a portion of Lake Michigan by a breakwater 
extending fromstlie shore in a generally southeasterly direction a dis¬ 
tance of about 8,610 feet, providing a basin of about 650 acres, over 
275 acres of which there is a depth of 18 feet and greater. 

Existing project. —The existing project, adopted by the river and 
harbor act of March 2, 1907, without prior survey or estimate, pro¬ 
vides for “ an extension of one thousand feet to and the repair and 
rebuilding of the breakwater belonging to the harbor of refuge, and 
the rebuilding of the south pier of the harbor entrance ”; estimated 
cost $592,000. 

The present complete plan of improvement provides for a break¬ 
water 8,610 feet long consisting of timber cribs, of which 7,630 feet 
is provided with concrete superstructure; and a channel 1,700 feet 
long, average width 200 feet, and 21 feet deep, extending from the 
mouth of the Milwaukee River to deep water in Lake Michigan, 
protected by two piers, the north pier consisting of timber cribs 
and the south pier of concrete caissons and piling, both piers pro¬ 
vided with concrete superstructure. The plane of reference is 581.63 
above mean tide at New York City, being the mean level of Lake 
Michigan for the years 1860-1875. For latest published map see 
Annual Report for 1911, opposite page 2332. 

Condition at the end of fiscal year. —The project was completed 
during the fiscal year ending June 30, 1911, except for maintenance 
of channel and existing works. The controlling depth at the close 
of the fiscal year was 21 feet at the project plane of reference. The 
piers and breakwater are generally in good condition except that a 
considerable amount of riprap is needed around the breakwater. The 
expenditures under existing project were $105,848.98 for improve¬ 
ment and $541,231.52 for maintenance, a total of $647,080.50. 

Effect of improvement. —The harbor of refuge is but little used by 
vessels seeking shelter from storms, but on account of the congested 
condition of the inner harbor it is largely used by vessels waiting 
an opportunity to enter the inner harbor and proceed to their desti¬ 
nation. There is no record of the number of vessels which have 
moored in the harbor of refuge. By reason of its excellent harbor, 
Milwaukee has become the principal coal-receiving port on Lake 
Michigan. Many bulky articles, such as coal, salt, sugar, etc., are 
transshipped from water to rail at Milwaukee. The favorable effect 
of the harbor upon commerce is widespread throughout several States 
lying to the westward. 

Proposed operations. —The following is a statement of the work 
proposed to be done with the funds now available: 


Operation of U. S. dipper dredge Kewaunee , season of 1918_$ 1 , 000. 00 

Depositing 8,600 tons riprap along breakwater, season of 1917, 

at $1.50--- 12,900.00 

Engineering and contingencies_ 1 , 437 . 94 


Total- 15,337.94 


A considerable amount of stone will be still needed for riprap. 
Soundings recently taken show that along much of the breakwater 
the riprap is nearly to the bottom of the cribs. It is proposed to 







RIVER AND HARBOR APPROPRIATION BILL. 


407 


replenish the riprap to a height of 12 feet below the datum plane. 
The following estimate of the work proposed to be done prior to 
June 30, 1918, in addition to the work to be done with the funds now 
available, is submitted: 


12,900 tons stone for riprap at breakwater, at $150_$19, 350 

Engineering and contingencies_ 2,150 

Total_ 21, 500 


The average cost of maintenance for the past three years is 
$10,633.06. The excess amount requested for maintenance is due to a 
large amount of stone required to bring riprap of breakwater up to 
necessary height. During two of the past three years no riprap stone 
was deposited. 

Commercial statistics .—The general character of the commerce for 
the current year is grain, coal, flour, mill feed, lumber, manufactured 
iron, sugar, and unclassified freight. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

8,647,230 

8,484,829 

8,119,875 

$140,734,750 

152,870,899 

150,348,921 

1914. 

1915. 



Amount expended on all projects from Mar. 3, 1843, to June 30, 


1916: 

New work_$1, 385, 465.17 

Maintenance___ 1, 000, 656. 21 


Total_ 2, 386,121. 38 


Balance available for fiscal year ending June 30, 1917- 15, 337. 94 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 21, 500. 00 


KENOSHA HARBOR, AVIS. 

Location and description .—This harbor is on the west shore of 
Lake Michigan, distant about 33 miles southerly from Milwaukee 
and about 52 miles northerly from Chicago. It is located at the 
mouth of Pike Creek, and consists of an interior basin having an 
area of about 8 acres and a channel extending therefrom to deep 
water in Lake Michigan. The entrance to channel is protected on 
the north by a detached breakwater. 

Existing project .—The existing project, adopted by the river and 
harbor act of March 2, 1907, provides for an extension of 200 feet to 
the landward end of the breakwater; estimated cost, $42,000. (H. 

Doc. No. 62, 59th Cong., 1st sess.) 

The present complete plan of improvement provides for a timber- 
crib breakwater 800 feet long and a channel 2,350 feet long, 200 feet 
wide, 21 feet deep, protected beyond the shore line by parallel pile 
and crib piers, leading to an interior basin having a depth of 20 feet. 
The plane of reference is 581.63 feet above mean tide at NeAv York 
City, being the mean level of Lake Michigan for the years 1860-1875. 























408 


RIVER AND HARBOR APPROPRIATION BILL. 


For latest published map, see Annual Report for 1903, opposite page 
1863. 

Condition at the end of fiscal year. —The breakwater extension w T as 
completed during the fiscal year ending June 30, 1910, for $1,446.96 
less than the estimate. The controlling depths at the end of the 
fiscal year are 21 feet in the channel and 20 feet over about one-half 
the basin at the project plane of reference. With the completion of 
the rebuilding of the superstructure on north pier the piers and 
breakwater will be in good condition, except for a small amount of 
stone needed for filling pockets of cribs. The expenditures under 
existing project are $40,553.04 for improvement and $80,463.21 for 
maintenance, a total of $121,016.25. 

Effect of improvement. —The extension of the breakwater has 
somewhat diminished disturbances in the harbor during storms. It 
is believed that the project has a considerable effect in controlling 
freight rates not only on coal for local consumption brought in by 
way of the harbor but also by affording Kenosha rail rates accorded 
places at which water competition exists. 

Proposed operations. —The following is a statement of the work 
proposed to be done with the funds now available: 


Operation of U. S. dipper dredge Kewaunee, one-half month (May, 

1917), at $4,000___$2,000.00 

Concrete superstructure on north pier (September, 1916)- 8,100.00 

750 tons stone for riprap around breakwater, at $1.50 (September, 

1916)___ 1,125.00 

Engineering and contingencies--- 1,198. 99 


Total_-_ 12,423.99 


The following estimate for work proposed to be done prior to June 
30,1918, in addition to the work to be done with funds now available,, 
is submitted: 

Operation of U. S. dipper dredge Ketvaimee, one-half month, at $4,000__ $2, 000 


750 tons stone for crib filling, at $1.50_ 1,125 

Engineering and contingencies_ 375 

Total___ 3, 500 


Commercial statistics. —The general character of the commerce for 
the current year is leather, brass castings, coal, fish, and package 
freight. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

85,743 

78,641 

73,268 

$4,577,300 
4,259,746 
7,950,859 

1914. 

1915. 



Amount expended on all projects from Aug. 30, 1852, to June 30, 

1916: 

New work_$494, 392. 53 

Maintenance_:_ 102, 439. 09 


Total_ 596, 831. 62 


July 1, 1916, balance available_ j._ 12, 423. 99 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 3, 500. 00 




























RIVER AND HARBOR APPROPRIATION BILL. 


409 


HARBOR AT DULUTH, MINN., AND SUPERIOR, WIS. 

Location and description .—This harbor is at the extreme western 
end of Lake Superior, a distance of 395 miles from its outlet at 
Sault Ste. Marie, Mich. The cities of Duluth, Minn, and Superior, 
Wis., are situated on the north and south sides, respectively. Supe¬ 
rior Bay and its tributaries, St. Louis Bay and St. Louis River, 
together with Allouez Bay and the mouth of Nemadji River at the 
south, or Wisconsin end of Superior Bay, form Duluth-Superior 
Harbor. It has 49 miles of harbor frontage and 17 miles of dredged 
channels, all of which lie behind Minnesota Point, a natural break¬ 
water 8 miles long. 

Existing project .—The existing project provides for rebuilding at 
the Duluth and Superior entrances the piers with concrete super¬ 
structure and stone-filled cribs and for securing channels of varying 
widths from 100 to 600 feet and a uniform depth of 20 feet below 
low-water datum throughout the harbor, with such additional depths 
in the basins, entrances, and the lake approach to the entrances as 
may be necessary to insure the existence of the project depth under 
all conditions of weather. The legal plane of reference for this 
harbor is 601.64' feet above mean tide at New York. This con¬ 
solidated project was adopted by the river and harbor act of June 
3, 1896, in accordance with the report printed in House Executive 
Document No. 59, Fifty-third Congress, third session, at an estimated 
cost (for dredging alone) of $3,130,553. The law provided, however, 
that the project could be modified in the interests of commerce as 
the Secretary of War might direct, but without increasing the esti¬ 
mated cost. Under this provision the Secretary of War on May 9, 

1901, authorized the omission of dredging the Minnesota Point Chan¬ 
nel, reducing the limits of dredging in the St. Louis River as 
originally projected, the shortening of the Allouez Bay Channel, and 
reducing the width of the Twenty-first Avenue Channel in St. Louis 
Bay from 200 to 100 feet. Additions to this project have been au¬ 
thorized as follows: By the river and harbor act approved June 13, 

1902, to cover rebuilding the piers at the Superior entry at an in¬ 
crease in cost of $650,000. By the river and harbor act approved 
March 2, 1907, to provide for the enlargement of the plan for the 
Superior entr}^ in accordance with the report printed in House Docu¬ 
ment No. 82, Fifty-ninth Congress, second session, at an estimated 
cost of $1,703,000, by means of widening the entrance to 500 feet and 
dredging to a depth of 24 feet between the concrete revetments which 
extend only to the shore line; this entrance to be protected by con¬ 
verging breakwaters of rubble-mound construction with concrete 
pierheads on stone-filled cribs, and concrete shore revetments, whose 
lake ends should be located at the 30-foot contour in prolongation 
of the entrance channel 600 feet apart and diverging until they are 
2,100 feet apart at the shore line, the space between these piers and 
the shore to be dredged to form a stilling basin with a central channel 
between the pierheads and the revetted entrance 600 feet wide and 
30 feet deep, the bay channel just within the entrance to be widened 
on the north side; also to include additional dredging near the draw 
span of the Northern Pacific Railroad bridge, at an estimated cost 
of $55,500. By section 4 of the administrative act approved May 28, 


410 RIVER AND HARBOR APPROPRIATION BII,L. 

1908, to include dredging an additional area for the basin inside the 
Duluth entrance to a depth of 22 feet, as recommended in House 
Document No. 221, Sixtieth Congress, first session; estimated cost 
$550,800, later increased to $672,000. By the river-and harbor act 
approved July 27, 1916, for continuing improvement by enlarging 
the Superior Harbor basin in accordance with the report printed in 
House Document No. 651, Sixty-fourth Congress, first session, at an 
estimated cost of $360,000 with an estimated annual cost of $3,000 
for maintenance and administration. The total estimated cost of 
this project and all its modifications is $6,571,053. No estimate for 
maintenance submitted, except that of $3,000 for the last addition to 
the project and its modifications. For latest published map of this 
harbor see Annual Report for 1903, page 1808. 

Condition at the end of fiscal year .—With the exception of the 
enlargement of the Superior Harbor Basin authorized by the river 
and harbor act of July 27, 1916, the existing project is regarded as 
completed, and the following has been accomplished: Seventeen miles 
of channels dredged to a depth of 20 feet below low-water datum, 
with a width of from 100 to 600 feet, with turning basins at channel 
junctions, completed in 1902; new canal piers of concrete on stone- 
filled cribs founded on piles aggregating 3,468 feet in length, com¬ 
pleted in 1901; concrete park and sea walls built and parks filled to 
grade at the Duluth Canal, an engineer building for offices and 
watchmen accommodations built in the north canal park, completed 
in 1906; a vessel yard with proper slip, pier, warehouse, boathouse, 
and watchman quarters, constructed on United States lands on Min¬ 
nesota Point near the Duluth Canal, completed in 1904. Duluth 
Harbor Basin, with an area of 446 acres, with 20 feet depth, com¬ 
pleted in 1915; the approach to Duluth entrance dredged to 30 feet 
below low-water datum and the canal deepened to 24 feet, completed 
in 1907; at Superior entry the canal all-concrete revetments, widen¬ 
ing the canal to 500 feet and aggregating 3,696 feet in length, com¬ 
pleted in 1909; lake approach to canal entrance deepened to 30 feet 
and canal to 24 feet, completed in 1909; converging breakwaters 
comprising 4,205 linear feet of rubble mound, 900 linear feet of stone- 
filled crib and concrete superstructure, pierheads founded on piles 
and 896 linear feet of concrete shore revetments on pile foundations, 
all completed in 1912; all revetments are riprapped; Superior entry 
stilling basin, with an area of 35 acres, completed in 1915; Superior 
Harbor Basin, with an area of 98 acres, completed in 1914—work on 
the enlargement of this basin has not yet been begun. 

The maximum draft that can be carried in this harbor and up the 
St. Louis River to a point opposite the southerly end of Big Island 
is 20 feet at low-water datum. Total expenditure under existing 
project to close of fiscal year, not including outstanding liabilities for 
new work, are $5,231,551.67; for maintenance, $817,795.26; total, 
$6,049,346.93. The work done has been completed for $979,501.33 
less than the approved estimate. 

Local cooperation. —Congress, by the river and harbor act of 
August 18,1894, authorized the Secretary of War to accept donations 
of land for the Duluth Canal site. The city of Duluth donated lands 
for that purpose which cost the city $12,237.04; acceptance was made 
by the Secretary of War July 12, 1*897. The following work has been 


RIVER AND HARBOR APPROPRIATION BILL. 


411 


done for the benefit of the public with funds supplied by other 
sources than Congress: 

In 1870 the Lake Superior & Mississippi Railway Co. built 400 linear feet of 
outer breakwater at Duluth. Estimated cost, $50,000. 

In 1870 the city of Duluth and Northern Pacific Railway Co. conjointly 
expended $43,791.84 in cutting Duluth Ship Canal through Minnesota Point. 

In 1871 and 1872 the city of Duluth built 4,490 linear feet of dike across 
Superior Bay at a cost of $76,404.38. 

No conditions were imposed by law and there was no cooperation 
other than stated. 

Effect of improvement .—The effect of the work done under the ex¬ 
isting and previous projects has been to facilitate navigation by 
means of deeper and wider channels, with commodious anchorage 
and turning basins and safe entrances to the harbor, as well as to give 
refuge to vessels seeking shelter from storms. Through these im¬ 
provements, wfiich permit the use of larger vessels, water rates have 
been reduced and railroad rates have also been materially reduced. 

Proposed operations .—The available balance for maintenance, 
amounting to $68,510.13, will be expended as follows: 


Repairs to breakwaters and piers, for purchase of rock_ $5, 000. 00 

Shore riprap at end of north breakwater at Superior entry_ 1, 500. 00 

Operation of one steamer, floating derrick, pile driver, and scow (in 
part) in handling stone, removing sand from rear of south canal 
revetment at Superior entry, riprapping canal piers at Superior 

entry_ 8, 000. 00 

Operation of dredging plant consisting of one dipper dredge, steam 
tug, and three scows (in part) for dredging shoals in Superior 
Harbor Basin canal and inner channel, dredging shoals in south 

channel, St. Louis Bay_ 34, 000. 00 

Operation of harbor patrol_ 5, 000. 00 

Maintenance of buildings, vessel yard, docks, and grounds_ 3, 000. 00 

Administration and contingencies_ 12, 010.13 


It is expected that the maintenance funds will be exhausted by 
June 30, 1917. 

The appropriation of $180,000 will be expended in dredging as 
much of the Superior Anchorage Basin in 1917 as the funds will 
permit, and to complete the remainder of the basin as fast as funds 
are provided by law. Work will begin late this fall or at the opening 
of navigation in the spring of 1917. The balance of $180,000 should 
be appropriated in the next sundry civil bill. 

Additional funds will be required for maintenance for the fiscal 
year ending June 30, 1918, and an estimate of $45,000 is submitted. 


Repairs to breakwaters and piers- $3, 000 

Operation of one steamer, floating derrick, pile driver, and scow (in 

x n AAA 


tug, and three scows (in part)- 18,000 

Operation of harbor patrol--- 900 

Maintenance of buildings, vessel yard, dock, and grounds- 5, 200 

Administration and contingencies- 6,800 


Total_ 45,000 


Commercial statistics— In value receipts consist principally of 
coal, general merchandise, and oils; shipments consist principally of 
iron ore, grains, copper, and lumber. 

















412 


RIVER AND HARBOR APPROPRIATION BILL. 


Com para five s tatern cn t. 


Calendar year. 

Short tons. 

Value. 

1913. 

46,875,416 
33,535,704 
40,494,672 

$352,595,577 
287,002,960 
368,802,154 

1914. 

1915. 



With deeper channels and commodious anchorage basins the tend¬ 
ency has been to increase the dimensions of vessels and weight of 
cargoes. All classes of vessels doing business at Duluth-Superior 
Harbor make use of the Government improvements, but a very small 
proportion (possibly not more than one-tenth of 1 per cent) could 
carry on their business without the aid of the present improvements. 
The iron ore, coal, grain, and a part of the package freight business 
was carried on by boats drawing 18 to 20 feet of water and repre¬ 
senting 86.71 per cent of the total tonnage of the harbor entering and 
departing in 1915; the lumber, passenger, and the balance of the 
package business was carried on by vessels drawing 12 to 15 feet of 
water and representing 9.03 per cent of the total tonnage. 

Amount expended on all projects from March 2, 1867, to June 


30, 1916: 

New work_$6, 778, 746. 67 

Maintenance_ 817, 795. 26 


Total_x_ 7, 596, 541. 93 

Balance available for fiscal year ending June 30, 1917_ 248, 510.13 

Amount (estimated) required to be appropriated for completion 

of existing project_ 180, 000. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918: 

For works of improvement (sundry civil bill)_ 180,000.00 

For maintenance of improvement_ 45, 000. 00 


Total- 225, 000. 00 


DULUTH-SUPERIOR HARBOR, MINN. AND WIS.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 1018, 
Sixty-fourth Congress, first session: 

The consolidated project for improvement of Duluth-Superior Harbor was 
adopted by the river and harbor act of June 3, 1896, and with its subsequent 
modifications is estimated to cost $6,211 053. The district officer states that 
the present project is adapted to the locality, but for reasons given he believes 
that it should be enlarged slightly to include dredging of a shoal point which 
projects into the southerly end of the East Gate Basin. This shoal embraces an 
area of 10.6 acres, and the cost of removing it to a depth of 22 feet below 
low-water datum is estimated at $24,000, with $500 per annum for maintenance. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore recommend legisla¬ 
tion modifying the existing project for improvement of Duluth-Superior Harbor, 
Minn, and Wis., to include the dredging of the shoal point in the southerly end 
of the East Gate Basin, to a depth of 22 feet below mean low water, as pro¬ 
posed by the district officer, at an estimated cost of $24,000 for original work 
and $500 annually for maintenance. 

WARROAD HARBOR AND WARROAD RIVER, MINN. 

Location and description .—Warroad Harbor and Warroad River 
are at the southwestern extremity of Lake of the Woods, 36 miles 


/ 























RIVER AND HARBOR APPROPRIATION BILL. 


413 


west of the mouth of Rainy River. Warroad Harbor is about 1 
mile long, varies in width from 550 feet to 1,300 feet, and is formed 
in the mouth of Warroad River which in itself is a very small 
stream. 

Existing project. —Dredging and maintaining a channel 8 feet deep 
at mean low water from the landing at Warroad to deep water in the 
lake, the channel being 9,200 feet long and 200 feet wide within the 
harbor and 300 feet wide out in the lake, with a turning basin 500 
by 900 feet at the inner end. Also a pile-brush-stone jetty on the 
north side of the channel, extending from the shore 700 feet into the 
lake. The level of the Lake of the Woods being artificially controlled 
and not properly regulated in the past, its mean level is subject to 
determination by the International Joint Commission, which now has 
the matter under consideration. Until a decision is arrived at, mean 
low water is assumed to be 4 feet on the Warroad gauge. The exist¬ 
ing project was adopted by the river and harbor act of March 3, 
1899, and modified by the following river and harbor acts: June 6. 
1900; June 13, 1902 (H. Doc. No. 92, 56th Cong., 2d sess.); March 3, 
1905; June 25, 1910 (H. Doc. No. 703, 61st Cong., 2d sess.), and July 
25, 1912. The approved modified estimate of cost is $98,700 and 
$2,000 annually for maintenance. The latest published map is oppo¬ 
site page 1984 in the Annual Report for 1911. 

Condition at the end of fiscal year. —The improvement has resulted 
in giving a 6-foot increase in depth over the bar at the mouth of War¬ 
road River. The protective jetty was completed in fiscal year 1910 
and the turning basin at the Warroad wharves was completed in 1911. 
The dredged channel was completed in fiscal year 1915 to a width of 
200 feet and a depth of 8 feet at mean low water. The material re¬ 
moved from the channel and turning basin was 694,201 cubic yards 
of muskeg, mud, rock, sand, clay, and hardpan. The existing project 
provides for a width of 300 feet in that part of the channel which lies 
out in the lake, but the width of 200 feet already obtained has proved 
sufficient for all present needs. The controlling depth in the channel 
on June 30 is 10.9 feet, the stage of lake being 6.4 feet above assumed 
low water, and the channel of project depth of 8 feet having shoaled 
to 4.5 feet. The total expenditures to the end of the fiscal year were 
$83,805.36 for new work and $33,817.15 for maintenance, a total of 
$117,622.51. 

Effect of improvement .—The improvement has made it possible for 
all boats on the Lake of the Woods to enter Warroad Harbor with 
ease and safety, and provides shelter in time of storm. It also per¬ 
mits the transfer of freight between rail and water at the only 
American port on the lake. The improvement has had no effect on 
rail rates. 

Proposed operations. —The available funds will be expended in 
dredging and caring for dredge Warroad and fleet and making a 
hydrographic survey of the dredged channel, as follows: 

Dredging_$1. 096. 00 

Care and repair of plant-•- 650. 00 

Hydrographic survey- 150- 00 

Administration and contingencies--- 464.19 


Total. 


2, 264.19 








414 


RIVER AND HARBOR APPROPRIATION BILL. 


Present funds will probably be exhausted by July 1, 1917. 

Dredging in the channel is required annually to remove material 
constantly being deposited by the action of wind and current. The 
amount estimated for the fiscal year ending June 30, 1918, will be for 
maintenance. 


Operation of dredge Warroad 1.5 months, at $600- $900 

Care and repair of dredging plant_ 630 

Hydrographic survey_ 150 

Administration and contingencies_ 320 


Total_ 2,000 


Commercial statistics. —The commerce for Warroad Harbor is 
mainly fish and timber products brought in for shipment by rail, mis¬ 
cellaneous supplies outbound for the fishery stations, and transporta¬ 
tion of passengers. The usual draft limit for all loaded boats is 7 
feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

Passengers. 

1913. 

12,265 
53,785 
12,290 

$355,100 
493,320 
373,120 

12,000 
10,495 
10,250 

1914. 

1915. 



Amount expended on all projects from March 3, 1899, to June 30, 

1916: 

New work_$83, 805. 36 

Maintenance_ 33, 817.15 


Total_I_ 117,622.51 


Balance available for fiscal year ending June 30, 1917_ 2, 264.19 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 2, 000. 00 


ZIPPEL BAY, LAKE OF THE WOODS, MINN. 

Location and description. —Zippel Bay is situated on the southern 
shore of Lake of the Woods, about 26 miles by water east of War- 
road Harbor and about 10 miles west of the mouth of Rainy River. 

Existing project. —The existing project was adopted by the river 
and harbor act of February 27, 1911 (H. Doc. No. 1276, 61st Cong., 
3d sess., with map), and contemplates dredging and maintaining a 
channel through the dry bar between the lake and the harbor in the 
bay 3,000 feet long, 200 feet wide, and 9 to 10 feet deep at mean con¬ 
trolled lake stage (7.2 feet on the Warroad gauge), and a pile-brush- 
stone jetty 2,800 feet long at the lake end of the dredged channel. 
The main object of the improvement is to provide a harbor of refuge 
on the south shore of the lake, with incidental benefit to local com¬ 
merce. The approved estimate of cost is $27,781 and $1,000 annually 
for maintenance. 

Condition at the end of fiscal year. —The work accomplished has 
been the dredging of a channel 3,000 feet long, 200 feet wide, and 
10 feet deep at mean controlled lake stage, together with the con¬ 
struction of a pile-brush-stone jetty 2,200 feet long. This work has 


























RIVER AND HARBOR APPROPRIATION BILL. 


415 


resulted in providing a suitable harbor of refuge and increasing the 
depth of the entrance channel 5 feet and the width 100 feet. "The 
portion completed in 1914 being sufficient for present needs of navi¬ 
gation, 600 feet of the project length of the jetty was not built. The 
dredging was completed in 1913. The controlling depth at the end 
of the fiscal year was 9 feet, the minimum project depth at mean 
controlled lake stage. The total expenditures to the end of the fiscal 
year were $30,419.98, of which $27,940.86 was for new work and 
$2,479.12 for maintenance. 

Effect of improvement—The improvement has provided a safe 
and commodious entrance into Zippel Bay as a harbor of refuge and 
has benefited local commerce-. No records are available of the extent 
to which the harbor has been used for shelter. The improvement has 
had no effect on freight rates, there being no railroad near Zippel. 

Proposed operations .—The available funds are to be expended in 
making repairs to the jetty and making a hydrographic survey of the 
channel, the work to be done during the winter. The funds will 
probably be exhausted prior to April 1, 1917. 


Repairs to jetty- $700. 00 

Hydrographic survey of harbor_ 150. 00 

Administration, care of plant, and contingencies_ 500. 52 


Total--- 1 , 350 . 52 


The existing high stage of water in Lake of the Woods will prob¬ 
ably continue for some time, and will make it necessary to repair and 
strengthen the jetty, which is now subject to heavy seas. The amount 
estimated for expenditure during the fiscal year ending June 30, 
1918,, will be for repairing the jetty: 


400 tons rock at 60 cents_ $240 

300 cords brush at $1.50_ 450 

Administration and contingencies_ 310 


Total_1, 000 


Commercial statistics .—The commerce for Zippel Bay is fish, 
fishery supplies, timber products, miscellaneous freight, and the 
transportation of passengers. The usual draft limit for all loaded 
boats is 7 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

Passengers. 

1913 . 

8,830 

52,923 

775 

$138,400 
323,080 
81,500 

1,780 

825 

1914 . 

1915. 

2,540 



Amount expended on all projects from February 27, 1911, to June 
30, 1916: 

New work_._$27, 940. 86 

Maintenance___ 2, 479* 12 


Total_ 30, 419.98 


Balance available for fiscal year ending June 30, 1917- 1, 350. 52 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 1 , 000.00 





























416 


RIVER AND HARBOR APPROPRIATION BILL. 


BAUDETTE HARBOR AND RIVER, MINN.-NEW PROJECT. 

Report of the Chief of Engineers printed in House Document 
No. 109, Sixty-third Congress, first session: 

The Bauclette River rises in the swamp land of northern Minnesota, about 
25 miles north of Red Lake, flows in a northeasterly direction, and enters the 
Rainy River 10 miles above the point where that stream empties into the Lake 
of the Woods. Below the mouth of the Baudette River Rainy River has a chan¬ 
nel depth of 8 feet or more at low water. Navigation of this system of 
waterways is confined to the Lake of the Woods and its tributaries. Baudette 
River, from its source for a distance of about 30 miles to within a mile of its 
mouth, is a comparatively insignificant stream, but at this point it broadens out, 
and for the remainder of its course varies from 400 to 1,000 feet in width. 
Located on the east and west banks, respectively, at the point of juncture with 
the Rainy River, are the towns of Spooner and Baudette. The principal 
landings are on Baudette River just above the mouth, and, for reasons stated 
by the district officer, it does not appear practicable to maintain village docks 
on the banks of the Rainy River. A small channel has been dredged to the 
wharves at local expense, but this channel proved inadequate and soon deterior¬ 
ated, and local interests now seek Government aid to provide a harbor ade¬ 
quate to their growing needs. The district officer estimates that a channel 
75 feet wide and 81 feet deep at assumed low water, with a turning basin 
between the two wharves, will cost $2,750, and $300 annually for maintenance. 
He is of opinion that the locality is worthy of improvement by the General 
Government, and recommends the adoption of the project outlined above. In 
this view the division engineer concurs. 

I concur in general with the views of the district officer, the division engi¬ 
neer, and the Board of Engineers for Rivers and Harbors, and therefore, in 
carrying out the instructions of Congress, I report as follows: That the 
improvement by the United States of Baudette Harbor and River, Minn., is 
deemed advisable so far as to secure an available channel depth of 85 feet 
and a channel width of 75 feet, increased at entrances and on curves, with a 
turning basin as shown on accompanying map, following in general the. meth¬ 
ods described in the report of the district officer, at an estimated cost of $2,750 
for first construction and $300 annually for maintenance. 

The boats navigating Rainy River transact the business of Spooner and 
Baudette. During 1911, 4 steamers and 25 launches entered Baudette Harbor 
on regular trips, carrying 94,710 passengers and 71,178 tons of miscellaneous 
freight. Besides this commerce, there was a large tonnage in logs, square tim¬ 
ber, poles, and piling. 


HABROR AT AGATE BAY, MINN. 

Location and description .—The harbor is situated on the north 
shore of Lake Superior, 27 miles northeast from Duluth, Minn. 

Existing project .—The project contemplates the narrowing of the 
natural entrance, thus affording protection from southwest storms 
and reverse swells from northeast storms, by the construction of 
breakwaters extending from the east and west points of the bay; 
also a small amount of dredging. The plane of reference, called 
low-water datum, is 601.75 feet above mean tide at New York. The 
breakwaters are to be composed of rock-filled timber cribs resting on 
rubble-mound embankments. The cost was estimated at $160,000 for 
an east breakwater only and the dredging. (H. Ex. Doc. No. 94, 
48th Cong., 2d sess.) The project was adopted by the river and 
harbor act of August 5, 1886. On January 4, 1887, the Secretary of 
War approved a revision of the project which provided for the con¬ 
struction of two breakwater piers on a line toward each other from 
the eastern and western points of the bay, 1,000 and 900 feet long, 
respectively, at an estimated cost of $213,000. This estimate was 


RIVER AND HARBOR APPROPRIATION BILL. 


417 


later increased to $244,208 (Annual Report for 1887, p. 1952), with 
an estimate of $2,000 annually for maintenance after completion. 
(See map, Annual Report for 1903, p. 1793.) 

Condition at the end of fiscal year. —Two breakwaters extending 
from the east and west points of the bay, composed of rock-filled 
timber cribs resting on rubble-mound embankments were constructed. 
These breakwaters fulfill very effectively the purpose for which they 
were designed. The west breakwater is 900 feet long and the east 
breakwater 1,050 feet. The harbor thus protected has an area of 109 
acres. No deterioration has taken place aside from natural decay 
of timber in superstructure, wear from ice, and damage from collision 
by vessels. Vessels drawing 20 feet of water can safely navigate 
the harbor to the ore docks. The depth at the entrance is over 50 
feet. The total expenditures under the existing project up to the 
end of the fiscal year, not including. outstanding liabilities, was 
$234,057.53 for improvement and $28,298.77 for maintenance, a total 
of $262,356.30. The approved project for improvement was com¬ 
pleted at a cost of $10,150.47 less than the estimate. The project 
was completed November 1, 1901. 

Effect of improvement. —The Government improvements have been 
an indispensable aid to the commerce. The harbor is used as a refuge 
by the smaller boats and tugs plying the lake between Duluth and 
Grand Marais, Minn. No record of the number of boats using it as 
a refuge is available. All classes of vessels could make use of the 
harbor without the aid which the Government improvements afford, 
except in the stormiest weather, but no class could use the harbor in 
stormy weather without such aid. The draft of water required by 
vessels laden with iron ore and coal (which constitutes 79.49 per 
cent of the total commerce) is from 18 to 20 feet. Vessels carrying 
lumber and all other classes of freight (representing 20.51 per cent 
of the total) require a depth of 12 to 15 feet of water. 

Proposed operations. —The superstructure of the east breakwater 
is badly decayed and in need of repair. No extensive repairs have 
been made to this breakwater since 1907, when repairs were made to 
the easterly 200 feet only. The available funds will be expended for 
maintenance in making repairs to the piers as follows: 


Purchase of timber and rock for repairs-$1,400.00 

Operation U. S. derrick scow No. 7, and tug, in part- 1, 400. 00 

Administration and contingencies- 630. 39 


Total__ 3, 430. 39 


These funds will be insufficient to make extended repairs, and as 
the work can be done more economically all at one time an estimate 
for additional funds for the year ending June 30, 1918, to complete 
the contemplated repairs is submitted as follows: 


Purchase of timber and rock for repairs-$2, 450 

Operation of U. S. derrick scow No. 7 and tug-:-•- 2, 400 

Administration and contingencies- 1 ,150 


Total_-__ 6,000 


Commercial statistics. —Receipts consisted of coal, and shipments 
consisted of iron ore and forest products. 

H. Kept. 1289, 64-2-27 












418 


RIVER AND HARBOR APPROPRIATION BILL. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

11,758,009 
6,668,005 
9,963,107 

$31,758,689 
16,129,988 
22,516,664 

1914. 

1915. 



Amount expended on all projects from August 5, 1886 to June 30, 


1916: 

New work_$234, 057. 53 

Maintenance_ 28, 298. 77 


Total_ 262, 356. 30 


July 1, 1916, balance unexpended_ 3, 430. 39 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 6, 000. 00 


INDIANA HARBOR, IND. 

Location and description .—Northwestern Indiana (Lake County), 
on southwest shore of Lake Michigan, 18 miles southeast of Chicago 
Harbor. This is an entirely artificial harbor, consisting of a channel 
projected into the lake between piers and carried back into the land 
by dredging. The entrance is to be protected by a breakwater of the 
converging arms type now under construction. 

Existing project .—There was added to the original project bv river 
and harbor act of March 4, 1913, based on recommendations in House 
Document No. 690, Sixty-second Congress, second session (with 
maps), a rubble-mound breakwater, in two arms, 4,950 feet and 2,000 
feet long, respectively, each to be extended to the shore if later found 
necessary. The satisfaction of the Secretary of War with the fulfill¬ 
ment of certain conditions by local interests, upon which the avail¬ 
ability of the appropriation was contingent, was expressed on May 1, 
1914. The latest published map of this harbor showing the works of 
previous and existing projects appears opposite page 2936, Annual 
Report for 1914. The existing project consists of the original project 
thus modified, and is as follows: 

1. Completion and maintenance of outer harbor, 300 feet wide and 22 feet 
deep, including entrance channel, gradually increasing in width and depth 
toward lake. 

2. Maintenance of inner harbor channel, 20 feet deep, from outer harbor to 
Lake George and Grand Calumet River, except the removal of sewage and other 
city refuse, after acceptance from private parties. 

3. Construction of rubble-mound breakwater, in two arms, 4,950 and 2,000 
feet long, respectively, with shore connections if later found necessary. 

The removal of old north pier and the dredging of a new entrance 
channel 23.5 feet deep (Chicago city datum), 300 feet wide between 
the piers and 600 feet wide from piers to breakwater, flaring appro¬ 
priately beyond the breakwater, at a total estimated cost of $112,000, 
is considered to be included in the project above stated. The esti¬ 
mate has been increased accordingly. The inner harbor channel is 
projected to be 3.5 miles long, from the outer harbor to the Grand 
Calumet, with an arm 1.5 miles long to Lake George. The United 


















RIVER AND HARBOR APPROPRIATION BILL. 


419 


States has accepted as completed and assumed the maintenance of 
7,400 feet of the main inner channel and a section 900 feet in length 
of the extension toward Lake George. Estimated cost (excluding 
shore connections), $1,242,200. 

Condition at the end of fiscal year. —The general character of the 
work at this harbor has been dredging and construction of break¬ 
waters. The work of the original project (except maintenance) was 
completed in 1912 to project dimensions (so-called outer harbor and 
entrance channel 300 feet wide and 22 feet deep, the latter gradually 
increasing in width and depth toward the lake). These channels 
are in good condition. Of the entire estimated quantity of stone 
required for the breakwater, 14| per cent have been placed. The 
maximum draft that can be carried over the shoalest part of this 
locality, including the accepted portions of the inner channel, is 20 
feet, measured from Chicago city datum. Expenditures under ex¬ 
isting project have been for new work, $123,157.41; for maintenance, 
$33,585.42; total, $156,742.83. 

Local cooperation. —The river and harbor act of June 25, 1910^. 
which adopted the original project recommended in House Docu¬ 
ment No. 1113, Sixtieth Congress, second session, imposed the con¬ 
dition that the channel way, owned by private interests, be deeded 
to and accepted by the United States. This condition was met to 
the satisfaction of the Secretary of War on October 28, 1910. The 
river and harbor act of March 4, 1913, which added to the original 
project a rubber-mound breakwater to protect the harbor entrance, as 
recommended in House Document No. 690, Sixtv-second Congress, 
second session, contained the proviso “ that before construction of 
breakwater is commenced satisfactory assurance will be given to the- 
Secretary of War that the existing piers will be reconstructed and a 
suitable public dock or wharves provided by local parties without 
expense to the United States.” The satisfaction of the Secretary of 
War with the fulfillment of these conditions was expressed on May 
1, 1914. 

Effect of improvement. —The improvement has provided good 
water transportation for a large industrial territory that was without 
such facilities, but the extent of its beneficial influence on freight 
rates can not be exactly stated. Information from industries located 
on this waterway indicates that a large water tonnage will develop 
upon completion of the proposed improvement, which will probably 
decrease freight rates. 

Proposed operations. —It is proposed to apply the funds shown a® 
available in the money statement: (a) Extending rubble-mound 1 
breakwater, (b) dredging (maintenance), and ( c ) supervision. 

Probable date of exhaustion of funds December 31, 1917. 

The work proposed to be carried on with the funds to be fur¬ 
nished under the estimate submitted is, in order of relative im¬ 
portance: (a) Extending rubble-mound breakwater, (b) dredging; 
(maintenance) and for new entrance channel incident to break¬ 
water construction, and (<?) supervision. 

Commercial statistics. —The lake commerce for calendar year end¬ 
ing December 31, 1915, is reported as 2,001,374 short tons, consist¬ 
ing of oil, iron ore, coal, and stone, valued at approximately $14,- 


420 


RIVER AND HARBOR APPROPRIATION BILL. 


191,028. Following is a statement of the commerce for the last 
three years: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

875,306 

1,669,455 

2,001,374 

$9,875,646 
11,680,013 
14,191,028 

1914. 

1915. 



Amount expended on all projects from June 25, 1910, to June 30, 


1916: 

New work_$183, 824. 82 

Maintenance_ 36, 094. 96 


Total_ 219, 919. 78 


Balance available for fiscal year ending June 30, 1917_ 568, 460. 32 

Amount (estimated) required to be appropriated for completion 
of existing project_ 395, 200. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement_ 395,200.00 

For maintenance of improvement_ 20, 000. 00 


Total_ 415, 200. 00 


CALUMET HARBOR, ILL. 

Location and description .—Northeastern Illinois (Cook County), 
near the southern end of Lake Michigan, 12J miles south of Chicago 
Harbor, and known on the Great Lakes as South Chicago Harbor, it 
being within the corporate limits of the city of Chicago. A part of 
the breakwater and of the anchorage area behind same are across the 
State line in Indiana. 

Existing project .—The existing project, based upon a report of the 
district officer dated February 21,1896, printed on pages 2584 et seq., 
Annual Report for 1896, was adopted by river and harbor act of 
March 3, 1899, and was amended by the Secretary of War on July 
11, 1902, under authority contained in river and harbor act of June 
13, 1902. 

A later project, that for Calumet River, adopted in river and har¬ 
bor act of 1905, included in the same and by inference removed from 
the Calumet Harbor project the redredging of Calumet River from 
the old shore line, where stands the bridge of the Elgin, Joliet & 
Eastern Railway Co., upward 2 miles. The latest published map of 
this harbor, showing the works of previous and existing projects, 
appears opposite page 2930, Annual Report for 1914. 

The existing project now provides for— 

(a) A breakwater (timber crib) 4,400 feet long, running from the shore due 
east, together with an extension of the same 2,500 feet long in a southeasterly 
direction. (River and harbor act of June 13, 1902.) 

(b) Deepening of anchorage area (about 366 acres in extent) sheltered by 
breakwater to 21 feet depth. 

(c) Extension of south pier (timber crib) 800 feet. 

( d ) Deepening Calumet River entrance to 21 feet depth for a width of 200 
feet from the lake to the Elgin, Joliet & Eastern Railway Co. bridge near the 
old shore line (b, c, and d —H. Doc. No. 277, 54th Cong., 1st sess.). 

(e) Maintenance. 
























RIVER AND HARBOR APPROPRIATION BILL. 


421 


The estimated cost of work (except maintenance) was $1,134,830. 

Condition at the end of fiscal year. —The general character of the 
work at this harbor has been dredging, construction of piers and 
breakwaters. All the work projected at this harbor has been com¬ 
pleted except maintenance. The piers and breakwater (completed in 
1897 and 1904, respectively) are in good condition, except about 900 
linear feet of the superstructure of North Pier (completed in 1883), 
which is decayed and partly destroyed near the water surface; the 
entrance channel (completed in 1903) is of project dimensions (300 
feet wide and 20 feet navigable depth); and the anchorage area (com¬ 
pleted in 1903) has 20 feet navigable depth. Total expenditures 
under the existing adopted project have been: For new work, $976,- 
793.62; for maintenance, $167,543.05; total, $1,144,336.67. 

Effect of improvement. —Transportation by water has been greatly 
faciliated. This harbor affords cheap freight rates to a large num¬ 
ber of industrial plants, elevators, and coal docks, many of which 
would be put out of business if deprived of the facilities the harbor 
affords. There is a marked differential in favor of this harbor over 
Chicago Harbor proper in freights on water-borne commerce, mainly 
due to congestion and obstructions in Chicago River. 

Proposed operations. —It is proposed to apply the funds shown as 
available in the money statement: 

(a) Dredging entrance to and between harbor piers (maintenance). 

(b) Necessary repairs to piers and breakwater. 

(c) Supervision. 

Probable date of exhaustion of funds, July 1, 1917. 

The work proposed to be carried on with the funds to be furnished 
under the estimate submitted is, in order of relative importance: 

(a) Dredging (maintenance). 

(b) Necessary repairs to piers and breakwater. 

(c) Supervision. 

Commercial statistics. —The commerce of the calendar year 1915 
amounted to 6,968,660 short tons, consisting principally of coal, grain, 
iron ore, and miscellaneous merchandise, valued approximately at 
$135,960,965. 

Following is a statement of the commerce through Calumet Harbor 
for the past three years : 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

9,445,878 
6,549,576 
6,968,660 

$178,817,771 
162,000,344 
135,960,965 

1914... 

1915 . 



Amount expended on all projects from July 11, 1870, to June 30, 


1916: 

New work_$1, 431, 278.15 

Maintenance _:_ 167, 543. 05 


Total _ 1, 598, 821. 20 


Balance available for fiscal year ending June 30. 1917- 41,139. 21 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 15, 000. 00 


















422 


RIVER AND HARBOR APPROPRIATION BILL. 


CALUMET HARBOR, ILL.-NEW PROJECT. 

Abstract from the reports of the Chief of Engineers and the Board 
of Engineers printed in House Document 237, Sixty-third Congress, 
first session: 

(For existing project see preceding item.) 

All original work of past and existing projects has been completed, leaving 
only its repair and maintenance. 

The district officer states that the entrance channel should be made wider at 
its outer than at its inner end, where it should be 200 feet wide at surface, 
160 feet wide at bottom, and 21 feet deep below Chicago city datum. The pro¬ 
posed widening is estimated to cost $38,170, and the district officer recommends 
that the present project be modified to include*this work and to omit the sec¬ 
tion of river extending for a distance of 2 miles above the mouth, which is 
already included in the project for improvement of Calumet River. The board 
concurs with the district officer in his recommendation for this harbor. 

After due consideration of the above-mentioned reports, I concur in general 
with the views of the district officer, the division engineer, and the Board of 
Engineers for Rivers and Harbors that it is advisable for the United States to 
modify the project for improvement of Calumet Harbor to provide for widen¬ 
ing the outer end of the entrance channel, at an estimated cost of $38,170. 

CHICAGO RIVER, ILL. 

Location and description .—Cook and Lake Counties, Ill., the navi¬ 
gable portions being wholly in Cook County and the city of Chicago. 
The main river is formed by the junction of the North and South 
Branches at a point 0.7 mile west of the Rush Street Bridge, the 
dividing line between the harbor and river projects. The river flows 
into Lake Michigan at a point 0.87 mile east of the bridge. The 
North Branch rises in Lake County and flows southeasterly for 
about 24 miles; the South Branch rises in the southern part of Cook 
County and flows northeasterly for about 10 miles. Geographically 
speaking, it flows into Lake Michigan, but actually it discharges into 
the Sanitary Canal (the current having been reversed in 1901) at 
the rate of about 400,000 cubic feet per minute. 

Existing project .—Statement of the existing project is as follows: 
Dredging to 21 feet below hydraulic grade line, corresponding to 
Chicago city datum in Lake Michigan, from Rush Street Bridge to 
Ashland Avenue on the West Fork of the South Branch; to the Chi¬ 
cago Junction Railway bridges across the two arms of South Fork; 
and to Belmont Avenue on the North Branch, including also the 
canal around Goose Island (North Branch Canal); maintenance of 
aforementioned channels and of the two turning basins. 

The latest published map of this river showing the works of pre¬ 
vious and existing projects appears opposite page 2928, Annual Re¬ 
port for 1914. The authorities for the existing project are as fol¬ 
lows: River and harbor act of March 3, 1899, adopted 21 feet as the 
project depth for Chicago River. In the light of this act and of re¬ 
port in House Document No. 95, Fifty-sixth Congress, first session 
{without map), submitted in accordance with this act, a subsequent 
act (Mar. 2, 1907), appropriating $300,000 for improving Chicago 
River and for maintenance, was interpreted by the Chief of Engi¬ 
neers on April 11, 1908, as adopting the new work of the existing 
project at an estimated cost of $810,600, and the terms of the act 
itself make maintenance a feature of the project. 


RIVER AND HARBOR APPROPRIATION BILL. 


423 


Condition at the end of fiscal year. —Work done on this river has 
consisted principally of dredging and the construction of turning 
basins, 21 feet depth being secured throughout the river and its 
branches; 2 turning basins 21 feet deep, dredged and revetted; ob¬ 
structive projections of land in the river removed; and docks built 
in places to protect new channel, all greatly facilitating navigation. 
The controlling depth is 21 feet for all months of the year, and the 
maximum draft that can be carried through the main river and its 
branches, including North Branch Canal, is 20 feet (Chicago city 
datum), except at upper end of the North Branch from Diversey 
Boulevard to Belmont Avenue, a distance of about 0.74 mile, where 
the mid-channel depth ranges from 15 to 12 feet. All project work 
was completed in 1914, leaving only maintenance and supervision. 
The channels are in good condition except as noted above. Total 
expenditures under present project: For new work, $543,987.53; for 
maintenance, $155,422.21; total, $699,409.74. 

Local cooperation. —In adopting the 21-foot project the river and 
harbor act of March 3, 1899, prescribed that all the work of remov¬ 
ing and reconstructing bridges and piers and lowering tunnels neces¬ 
sary to permit a practicable channel of said depth to be obtained 
should be done, or caused to be done, by the city of Chicago without 
expense to the United States. The alteration of the tunnels was 
made the subject of special legislation in an act approved April 27, 
1904. The tunnels have been lowered and the most obstructive 
bridges have been modified. The removal of the center-pier bridge at 
Lake Street during the year has been of very great benefit to naviga¬ 
tion in the South Branch. The funds for lowering the tunnels was 
supplied by the traction company using them and those for removing 
or modifying obstructive bridges by the city of Chicago and owners 
of the bridges jointly. Cost of this tunnei and bridge work is not 
available. 

Effect of improvement. —The size and capacity of steamers oper¬ 
ating in the river have increased, and all vessels have been enabled 
to move with greater freedom and safety. On the other hand, due 
to urban requirements, there has been a continual introduction of 
new bridges and of more or less obstructive currents for sewage 
conveyance. The effect of these obstructions is cumulative, and com¬ 
merce upon the river is decreasing. There has been no reduction in 
water or rail rates; the tendency has rather been to increase, but it is 
believed that the project has material effect in controlling freight 
rates. 

Proposed operations. —It is proposed to apply the funds shown as 
available in the money statement for maintenance dredging and 
supervision. Probable date of exhaustion of funds, July 1, 1917. 

The work proposed to be carried on with the funds to be furnished 
under the estimate submitted is, in order of relative importance, 
maintenance dredging and supervision. 

Commercial statistics. —The commerce of this river has been re¬ 
ported under the head of Chicago Harbor, with the commerce of 
which it is naturally a part. 

In addition to the lake commerce, now reported as 3,259,170 short 
tons, consisting principally of miscellaneous merchandise, coal, lum¬ 
ber, and grain, with a valuation of about $241,530,509, there is a large 


424 


RIVER AND HARBOR APPROPRIATION BILL. 


local commerce carried in the river by lighters, of which no official 
record is kept. 

Amount expended on all projects from June 3, 1896, to June 30, 

New work_$1» 499, 873. 40 

Maintenance_- 264, 884. 76 

Total___ _ 1,764,758.16 

Balance available for fiscal year ending June 30, 1917- 35, 368. 42 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement- 30, 000. 00 

CALUMET RIVER, ILL. AND IND. 

Location and description. —Calumet River lies in Cook County, 
Ill., and flows in a northerly direction into Lake Michigan near the 
boundary line between Indiana and Illinois. It is formed by the 
junction of the Little Calumet and Grand Calumet Rivers at a point 
about 7.12 miles south of the Elgin, Joliet & Eastern Railway bridge, 
which is near the old shore line of Lake Michigan, but the section 
that is under general improvement extends from the Elgin, Joliet & 
Eastern Railway bridge (dividing line between harbor and river) 
to and including Turning Basin No. 5 near “The Forks,” where 
there is an entrance to Lake Calumet, a distance of 5.47 miles. The 
Little Calumet rises in Laporte County, Ind., and flows in turn 
westerly, northwesterly, and easterly for about 60 miles, it being a 
very crooked stream; the Grand Calumet rises in Lake County, Ind., 
and flows westerly for about 18 miles. 

Condition at the end of fiscal year. —Work done on this river has 
consisted mainly of dredging and the construction of turning basins, 
21 feet depth being secured from the mouth of the river to the 
forks, and three turning basins 21 feet deep dredged, resulting in 
great advantage to navigation interests. The controlling depth is 
21 feet in the main river for all months of the year; and the maxi¬ 
mum draft that can be carried on June 30, 1916, is 20 feet from the 
mouth of the river to the forks, and 4 feet from the forks to Ham¬ 
mond, Ind. The river is farther navigable for 6-foot-draft boats to 
Riverdale on the Little Calumet, 12 miles from the river mouth. It 
can also be used by light-draft launches, such as can pass under 
bridges, nearly to Gary, on the Grand Calumet, about 20 miles from 
the river mouth, and to Blue Island, on the Little Calumet, about 14 
miles from the river mouth, being stopped at that point by rapids. 
All original work of the existing project has been completed except 
the construction of two turning basins (Nos. 2 and 4), maintenance 
and supervision. The channel in the main river where 90 per cent 
of the river commerce is carried on is in good condition. Total ex¬ 
penditures under present project: For new work, $743,300.71; for 
maintenance, $115,195.63; total, $858,496.34. 

Local cooperation. —The act of July 5, 1884, provided as a condi¬ 
tion precedent to expenditure by the United States that a right of 
way for the channel should be donated. As a result there has been 
conveyed to the United States about 23 acres of land bordering upon 
the Calumet River such as was necessary for its straightening and 
widening incident to the execution of the project. The value of this 









RIVER AND HARBOR APPROPRIATION BILL. 425 

land at the time of its conveyance was approximately $23,000. The 
act of March 3, 1905, required as a condition precedent to Federal 
expenditure upon any one of the five turning basins the donation to 
the United States of the land necessary for that turning basin. As 
a result the land needed for turning basins Nos. 1, 3, and 5 has been 
conveyed to the United States. The total area thus conveyed is 17.85 
acres, and the value of the land at the time of its conveyance was 
approximately $35,700. 

Effect of improvement. —The work has been beneficial, permitting 
the use of larger and deeper-draft vessels, carrying larger cargoes. 
There has been no known reduction in water or rail rates, but the 
existence of this improved river is considered to be of great use in 
controlling freight rates and is claimed to save at least 50 cents per 
ton over Chicago River rates and more over the usual Calumet 
(South Chicago) railroad rates. 

Proposed operations. —It is proposed to apply the funds shown as 
available in the money statement to (a) dredging for maintenance 
and (b) supervision. 

Probable date of exhaustion of funds, July 1, 1917. 

All original work of the project has been completed except the 
construction of two turning basins (2 and 4), for which the land 
has not yet been donated, maintenance, and supervision, and no 
estimate for work toward completion of project is submitted. 

The work proposed to be carried on with the funds to be furnished 
under the estimate submitted is the same, i. e., {a) dredging for 
maintenance and ( b ) supervision. 

Commercial statistics. —The commercial statistics of this river have 
been reported under the head of Calumet Harbor, with the commerce 
of which it is naturally a part. Commerce for the calendar year 
1915 was 6,968,660 short tons, the principal items being coal, iron 
ore, grain, and miscellaneous merchandise, the value of which is 
estimated at $135,960,965. 

Amount expended on all projects from July 5, 1884, to June 


30, 1916: 

New work___$1,144, 789. 21 

Maintenance_ 160, 426.11 


Total_— 1,305,215.32 


Balance available for fiscal year ending June 30. 1917- 27, 493. 01 

Amount (estimated) required to be appropriated for completion 

of existing project_ 73, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement- 20, 000. 00 


ILLINOIS RIVER, ILL. 

Location and description. —The Illinois River, entirely within the 
State of Illinois, is formed by the confluence of the Kankakee and the 
Des Plaines Rivers at a point in Grundy County about 50 miles above 
La Salle, flows in a southwesterly direction, and empties into the Mis¬ 
sissippi at Grafton, Ill., about 36 miles above St. Louis. The total 
length of the stream is 273 miles. 

Existing project. —That portion of the river now under improve¬ 
ment by the United States from La Salle, the present head of naviga¬ 
tion, to the mouth at Grafton is divided into two sections, viz, (a) 











426 


RIVER AND HARBOR APPROPRIATION BILL. 


below Copperas Creek (general improvement), 137 miles, and ( b) 
from Copperas Creek to La Salle, 86 miles. 

(а) Below Copperas Creek (general improvement) : The existing 
project for work below Copperas Creek, adopted in river and harbor 
act of June 14, 1880, contemplates improvement to a 7-foot depth at 
low water by dredging and by the construction of one lock each at 
Ivampsville, 31J miles above the mouth of the river, and at La 
Grange, 77J miles above the mouth. Each lock is 350 feet long be¬ 
tween sills and 75 feet wide, with 7 feet on the miter sills at low 
water of 1879. Estimated cost, $1,692,837.81. There has been no 
modification of this project. 

(б) Copperas Creek to La Salle: Since 1880 this section had not 
been a part of the general improvement prosecuted by the United 
States, but the river and harbor act of March 2, 1907, specifically ap¬ 
propriated $50,000 for this section, to be applied to dredging and 
other improvement. The latest published map of this river, show¬ 
ing the works of previous and existing projects, appears opposite 
page 2942, Annual Report for 1914. 

Condition at the end of fiscal year .—Work done on this river has 
consisted of lock-and-dam construction, dredging, and snagging. 
The results accomplished under all projects have been the construc¬ 
tion of two locks and dams (completed, respectively, in 1889 and 1893 
at a cost of $920,134) and the deepening and maintenance of channel 
by dredging. The project as to new work is about 90 per cent com¬ 
pleted. The increased depth and width benefit navigation and per¬ 
mit boats to operate throughout the year, except when the river is 
closed by ice. The controlling depth is 6 feet at low water as it pre¬ 
vails with the present unauthorized flow of water through the Chi¬ 
cago Drainage Canal. Work remaining to complete the project, i. e., 
to produce a channel 200 feet wide and 7 feet deep from Copperas 
Creek to the mouth, under the hypothesis that 4,166 second-feet will 
be introduced from Lake Michigan, is the dredging of about 1,500,000 
cubic yards of material, of which about 700,000 cubic yards is origi¬ 
nal work and about 800,000 cubic yards is accumulated maintenance. 
The maximum draft that can be brought to the mouth of the river 
from the ocean is about 5 feet. Total expenditures under the existing 
adopted project have been: (a) Below Copperas Creek: For new 
work, $1,571,856.23; for maintenance, $165,204.43; total, $1,737,060.66. 
{b) Copperas Creek to La Salle: For new work, $33,341.18; for 
maintenance, $12,697.08; total, $46,038.26. 

Local cooperation .—Owing to the failure of the General Govern¬ 
ment in 1869 to appropriate funds for the construction of a lock and 
dam on the Illinois River as a commencement of the recommended 
slack-water system, the General Assembly of the State of Illinois di¬ 
rected the construction of a lock and dam at Henry. Operations on 
this work were carried on under the direction of the State board of 
canal commissioners in substantial conformity with the plan of im¬ 
provement recommended by the LTnited States Board of Engineers 
in their report of December 17, 1867, and the work was completed at 
a cost to the State of approximately $400,000. Likewise the State 
expended $347,747 in completing the lock and dam at Copperas Creek 
in 1874 and 1877 after the United States had expended $62,359 on 
foundation for the lock. It appears there were no “ conditions im¬ 
posed by law,” as far as the wording of the river and harbor acts 


RIVER AND HARBOR APPROPRIATION BILL. 427 

were concerned, with reference to the above work. However, the 
Annual Report for 1873 (p. 437) states that the— 

Improvement has thus far been carried on conjointly by the General Govern¬ 
ment and the State of Illinois, according to a system adopted some four years 
since—the State of Illinois undertaking the building of locks and dams and the 
United States preparing the river bed so as to afford, when the dams shall have 
been built, a navigation for vessels drawing 7 feet of water. 

Effect of improvement .—Transportation by water has been made 
easier and a profitable and useful navigation is carried on the entire 
year, except when ice prevents. Up to as late as 1895 steamboats 
were compelled to suspend operations one or two months in the late 
summer and early fall nearly every year on account of low water. 
Since 1895 navigation has never been suspended for that reason. 
It is impossible to state with accuracy to what extent rates have been 
affected by river competition, but the existence of the river channel 
as an avenue of commerce results in lower rates upon a vastly greater 
tonnage than that actually transported on the river. 

PROPOSED OPERATIONS BELOW COPPERAS CREEK. 

It is proposed to apply the funds shown as available in the money 
statement as follows: 


(a) Dredging—operation of dredge: 

Five months with single crew, at $2,500-$12, 500. 00 

Eight months with double crew, at $4,500_ 36, 000. 00 

-- $48, 500. 00 

(&) Surveys, snagging, general supervision- 14,400.00 

<c) Care and repair of property and plant: 

Completing barge No. 10 (hired labor)—-- 3,628.58 

Maintenance of dredge, tender, etc_ 12, 000. 00 

Maintenance of 1 towboat_ 3, 000. 00 

Maintenance of auxiliary plant_ 5, 993. 90 

Building roadway to boatyard- 900. 00 

Dredging slip at Peoria_ 600. 00 

- 26,122. 48 

( d ) Completing marine w r ays (hired labor)- 16,949.34 


Total__195, 971. 82 


Probable date of exhaustion of funds, August 1, 1917. 

An estimate of $30,000 is submitted for the additional work pro¬ 
posed to be carried on up to June 30, 1918. 

Commercial statistics .—The commerce throughout the entire por¬ 
tion of the river under improvement, as far as ascertainable, consist¬ 
ing chiefly of grain, live stock, coal, logs, apples, and general mer¬ 
chandise, amounted during the fiscal year to 239,677 short tons, 
valued at $3,702,832. In addition, 74,172 passengers were carried. 

Following is a statement of the commerce passing over the im¬ 
proved portion of Illinois River for the past three years: 

Comparative statement. 


Fiscal year. 

Short tons. 

Value. 


141,497 

$3,154,491 


178,199 

3,730,458 


239,677 

3,702,832 
































428 


RIVER AND HARBOR APPROPRIATION BILL. 


(A) BELOW COPPERAS CREEK (GENERAL IMPROVEMENT). 


Amount expended on all projects from .Tune 14, 1880, to June 30, 

1916: 

New work_$2,122, 668. 42" 

Maintenance_ 165, 204. 42 


Total_ 2, 287, 872. 85 


Balance available for fiscal year ending June 30. 1917_ 105, 971. 82" 

Amount (estimated) required to be appropriated for completion 

of existing project_ 44, 500. 00 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for works of improvement and for maintenance- 30, 000. 00' 


MISSISSIPPI RIVER COMMISSION. 

Improvement of Mississippi River in charge of the Mississippi 
River Commission. 

Commission headquarters. —St. Louis, Mo. 

Commissioners. —The commissioners during the fiscal year were 
Col. C. McD. Townsend, Corps of Engineers, United States Arnryy 
president; J. A. Ockerson, civil engineer; Homer P. Ritter, assistant, 
United States Coast and Geodetic Survey; Col. J. G. Warren, Corps 
of Engineers, United States Army; Charles H. West, civil engineer; 
Col. Lansing H. Beach, Corps of Engineers, United States Army; 
and Edward A. Glenn. 

Secretary and district officers. —The following officers of the Corps 
of Engineers, United States Army, were on duty under the commis¬ 
sion during the year: Secretary, Maj. Clarke S. Smith; officer in 
charge of first and second districts, Maj. E. M. Markham; officer in 
charge of third district, Maj. John R. Slattery; officer in charge of 
fourth district, Maj. W. G. Caples. 

Location and description. —The Mississippi River Commission, 
constituted by act of Congress of June 28, 1879, is in charge of the 
improvements of the Mississippi River from Head of Passes to the 
mouth of the Ohio River, including the rectification of Red and 
Atchafalaya Rivers at their junction with the Mississippi, the build¬ 
ing of levees, and the improvement of the several harbors for which 
specific appropriations have been made. It is also charged with the 
survey of the Mississippi River from Head of Passes to its head¬ 
waters and with gauging the river and its tributaries. By act of 
Congress, approved March 4, 1913, an appropriation for levees from 
Cape Girardeau, Mo., to Rock Island, Ill., was made for expenditure 
under the commission. 

Present project. —The present project is to maintain a channel not 
less than 9 feet deep and not less than 250 feet wide from the mouth 
of the Ohio River to the Head of Passes near the Gulf of Mexico by 
open-channel work and by dredging; to confine the river to a perma¬ 
nent position as far as practicable by bank revetment and the con¬ 
struction of levees below Cape Girardeau, Mo., to regulate the river 
and to prevent overflow; and to build such levees between Rock 
Island, Ill., and Capt Girardeau, Mo., in aid of navigation as may 
be found necessary or desirable. In executing this work the com¬ 
mission is authorized to make such surveys, examinations, and in¬ 
vestigations of the Mississippi River and its tributaries as may be 










RIVER AND HARBOR APPROPRIATION BILL. 


429 


•deemed necessary. (Acts of Congress approved June 28, 1879; June 
3, 1896; Sept. 19, 1890; Mar. 3, 1905; June 4,1906; and Mar. 4, 1913.) 

# Condition at the end of fiscal year. —The general survey of the Mis¬ 
sissippi River from Head of Passes, La., to its headwaters at Lake 
Itasca, Minn., has been completed and maps of the river published. 
The resurvey from Cairo, Ill., to the mouth of Red River, La., has 
been completed and maps therefrom prepared for publication. Vari¬ 
ous discharge, gauge, and other observations have been made on the 
Mississippi River and tributaries and the Gulf of Mexico. Works 
for improvement of the channel have been executed at various places 
below Cairo. Revetment work below Cairo is now in place and in 
good Condition on about 87 miles of river bank. There are 1,508 
miles of effective levees, containing about 300,779,286 cubic yards, 
between Head of Passes, La., and Cape Girardeau, Mo., and about 
452 miles of river front, protected by levees more or less effective, 
between Cape Girardeau, Mo., and Rock Island, Ill. The levees 
below Cape Girardeau protect about 26,569 square miles of land, and 
those above Cape Girardeau protect about 676 square miles. About 
67 per cent of the total yardage required to complete the levees below 
Cape Girardeau is now in place. Dredging has been done annually 
since 1895 below Cairo where necessary to maintain a navigable chan¬ 
nel 9 feet in depth. In the Mississippi River there is now, with rare 
exceptions, a good navigable channel at all stages, with a depth of 9 
feet or more over a width of at least 250 feet, for a distance of 833 
miles below Cairo, and a depth of not less than 30 feet over a width 
of several hundred feet for the remaining 240 miles to the Gulf of 
Mexico. The necessary plant required for surveys, dredging, and 
bank-protection work has been constructed and maintained. 

Local cooperation. —It has been almost entirely in the construction 
of levees and revetments that the local authorities have contributed 
toward the improvement of the river. The organized levee boards 
have constructed a large portion of the existing levee line, but it is 
only in recent years that local interests have contributed toward 
revetment construction, and these contributions have been a small 
proportion of the cost of these works. 

Effect of improvement. —In a general way it may be stated that the 
improvement is providing a safe and easy channel for navigation and 
is now in condition to prevent the destructive effects of floods in all 
except the most extreme high waters. 

Proposed operations. —The maintenance of the project channel 
depths, the existing river location and present harbors, the preven¬ 
tion of caving banks, and the completion of the levee systems consti¬ 
tute the principal results for which funds are necessary. 

Commercial statistics. —These are appended to the commission’s 
report. 

Estimate of funds required. —Amount that can be profitably ex¬ 
pended in the fiscal year ending June 30, 1918, exclusive of the bal¬ 
ance unexpended July 1, 1917: 

For continuing the general improvement of the Mississippi River from the 
Head of Passes to the mouth of the Ohio River, for the building of levees from 
the Head of Passes to Rock Island, Ill., and for surveys, including salaries, cler¬ 
ical, office, traveling, and miscellaneous expenses of the Mississippi River Com¬ 
mission, $6,000,000. 


430 


RIVER AND HARBOR APPROPRIATION BILL. 


MISSISSIPPI RIVER BETWEEN THE OHIO AND MISSOURI RIVERS. 

Location and description. —The Mississippi River rises in Lake 
Itasca, Minn., flows in a southerly direction about 2,500 miles, and 
empties into the Gulf of Mexico. The St. Louis engineer district 
embraces 200 miles, between the mouths of the Missouri and Ohio 
Rivers, the latter being about 1,075 miles from the Gulf. 

Existing project. —The existing project, originally submitted by 
the district officer and approved by the Chief of Engineers March 31, 
1881, was— 

to make the improvement continuous, working downstream from St. Louis, by- 
reclaiming land and building up new banks (using for the purpose permeable 
dikes or hurdles of piling to collect and hold the solid matter carried in suspen¬ 
sion or rolled on the bottom by the river), thus reducing the width of the river 
to the uniform width of 2,500 feet. It is proposed by this means to secure a 
minimum depth of 8 feet. The depth is now liable to become as little as 4 feet 
in some places and less than 8 feet in every place where the width is greater 
than 2,500 feet. Caving banks are to be protected. (Annual Report for 1881,. 
p. 1536.) 

No estimate of cost was given except for certain localities. In 1883 
the estimated total cost to complete the project was placed at 
$13,327,500. 

The project was modified by the river and harbor acts of 1896 and 
1902, and practically abrogated by the acts of March 3, 1905, and 
March 2, 1907, and joint resolution of June 29, 1906. The river 
and harbor act of June 25, 1910, restored the plan adopted in 1881, 
together with dredging, with a view to obtaining and maintaining at 
standard low water (4 feet, St. Louis gauge) a minimum depth of 8 
feet and minimum channel width of 200 feet from the mouth of the 
Ohio River to St. Louis (180 miles), and a minimum depth of 6 feet 
from St. Louis to the mouth of the Missouri River (16 miles), “ with 
a view to the completion of said improvement within a period of 12 
years,” at an estimated cost of $21,000,000, and $400,000 annually 
thereafter for maintenance, in addition to all amounts already ex¬ 
pended. (H. Doc. No. 50, 61st Cong., 1st sess., and H. Doc. No. 168, 
58th Cong., 2d sess.) 

Condition at the end of the fiscal year. —About 34 per cent of the 
project has been completed. The least draft over the shoalest locality 
between St. Louis and the mouth of the Ohio River has been increased 
about 4 feet, i e., from a minimum of 4 feet at the beginning of the 
improvement to 8 feet, the minimum draft at the end of the fiscal 
year and the project requirement at standard low water (4 feet, St. 
Louis gauge). The required depth, 8 feet, prevails without assist¬ 
ance by dredging or otherwise, for six months, or from March to 
August, inclusive, the corresponding gauge reading at St. Louis 
being 10 feet. Between St. Louis and the Missouri River the project 
depth of 6 feet has been maintained by bank revetment, with slight 
aid from dredging. The total expenditures under the existing project 
to June 30, 1916, were $16,071,901.82, of which $11,432,546.18 was 
for new work and $4,639,355.64 was for maintenance. 

There remains to be appropriated for completion of the existing 
project, $16,700,000, to be expended in construction and maintenance 
of contraction works and bank protection at various localities, and 
in dredging. 


RIVER AND HARBOR APPROPRIATION BILL. 


431 


Local cooperation. —The city of St. Louis has completed during 
the year a temporary municipal landing dock and warehouse, at a 
cost of $20,000, and has plans under way for another similar dock 
and for a large permanent dock to cost $250,000. This city and a 
number of smaller cities in the district have for many years main¬ 
tained paved landings or wharves, the original cost of which was 
approximately $500,000. 

Effect of improvement. —The improvement has probably had a 
beneficial influence on freight rates, as the rates to localities reached 
by water are well known to be lower than those remote from this 
advantage, but an accurate estimate of such effect is impracticable. 
The effect of the improvement has been to render transportation 
easier and to facilitate commerce. 

Proposed operations. —The balance of $100,707.43 available July 
1, 1916, and the amount of $350,000 appropriated by the act of July 


27, 1916, will be applied as follows: 

Operations of four hydraulic pipe-line dredges_$200, 000. 00 

Maintenance of existing works_ 200, 707. 43 

Office, engineering, surveys, gauges, and contingencies_ 50, 000. 00 

Total _ 450, 707. 43 


Under a reexamination of the project May 19, 1915, which was 
reviewed by the Board of Engineers for Rivers and Harbors Novem¬ 
ber 9, 1915, the Chief of Engineers on November 23, 1915, instructed 
that the estimate for the year 1918 be limited to $350,000. 


The work proposed under this estimate is: 

Operations of four hydraulic pipe-line dredges_$200, 000 

Maintenance of existing works_ 100, 000 

Office, engineering, surveys, gauges, and contingencies_ 50, 000 


Total _ 350,000 


Commercial statistics. —The river commerce at St. Louis, Mo., and 
within the district during the calendar year 1915, was composed of 
bauxite ore, cement, coal, cotton, cotton seed, garbage, grain and 
products, groceries, iron, live stock and products, logs, lumber, mer¬ 
chandise and sundries, and oil. The river commerce at St. Louis, 
Mo., and in the district during the last three calendar years was as 
follows: 

Comparative slatement. 


Calendar year. 

Short tons. 

Value. 


258,709 

811.755,500 

14,922,811 

14,013,520 


204,118 


258,501 



Amounts expended on all projects from Aug. 13, 1872, to June 
30, 1916: 

New work__$12, 927, 546.18 

Maintenance- 4, 639, 355. 64 


Total_ 17,566,901.82 


Balance available for fiscal year ending June 30, 1917- 450, 707. 43 

Amount (estimated) required to be appropriated for completion 

of existing project- 7 — 16, 700, 000. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for works of improvements and for mainte¬ 
nance_ 650, 000. 00 






























432 


RIVER AND HARBOR APPROPRIATION BILL. 


MISSISSIPPI RIVER BETWEEN MISSOURI RIVER AND MINNEAPOLIS, MINN. 

Location and description .—The Mississippi River rises in northern 
Minnesota and, running southerly, empties into Gulf of Mexico. The 
length of the section included in the project is 664 miles and the dis¬ 
tance from its lower end to the mouth of river is about 1,275 miles. 

Existing project. —The existing project for increasing the depth 
of the channel from 4J to 6 feet at low water by further contraction, 
to be accomplished by extending the dams already built the requisite 
length, thereby not abandoning any of the work already in place, was 
adopted by Congress in the river and harbor act of March 2, 1907, 
and is given in full with detailed estimate in House Document No. 
341, Fifty-ninth Congress, second session. This project provides for 
obtaining a channel depth of 6 feet, with width varying from 300 
feet at St. Paul to 1,400 feet between the Illinois and Missouri Rivers; 
the channel to be obtained by means of contraction works consisting 
of wing or spur dams for narrowing the main channel of the river 
and closing dams for closing side chutes, by rock excavation and by 
auxiliary dredging and repairs to work constructed under previous 
projects; the Rock Island Rapids to be surmounted by two locks, 
each having a length of 350 feet between miter sills, 80 feet clear 
width, and a depth of 6 feet on the miter sills at low water. The ad¬ 
ditional work contemplated at the Des Moines Rapids Canal, as also 
the improvement of the river from Montrose to Burlington, Iowa, 
about 31 miles, has been made unnecessary by the dam of the Mis¬ 
sissippi River Power Co. at Keokuk, Iowa. The upper limit of the 
project named in House Document No. 341, Fifty-ninth Congress, 
second session, was the Omaha Bridge at St. Paul, but by the river 
and harbor act of March 2, 1907, which adopted the project, the 
upper limit was fixed at Minneapolis. Estimated cost of carrying 
out the project is $20,000,000, with $300,000 per annum for mainte¬ 
nance after completion. The river and harbor act of June 25, 1910, 
made an appropriation for this improvement “ with a view to com¬ 
pleting said improvements within a period of 12 years.” The length 
of the section included in the project is 664 miles, and the distance 
from the lower end to mouth of river is about 1,275 miles. 

Condition at the end of fiscal year. —At the end of the fiscal year 
the proportion of the approved project completed was about 39^ 
per cent. The results in increased depth were satisfactory as here¬ 
tofore, at least 2 feet additional being secured at localities where im¬ 
provements were made during the year. Maximum draft that could 
be carried June 30, 1916, at extreme low water was 4 feet. The total 
expenditures, not including outstanding contracts or liabilities on the 
adopted project, were $8,214,681.42, of which $8,173,272.40 was for 
new work and $41,409.02 for maintenance. There has been credited 
to the appropriation $32,005.76, receipts from miscellaneous sources. 

Local cooperation. —The Mississippi River Power Co. has contrib¬ 
uted under the requirements of its franchise channel improvement 
by rock excavation at Keokuk, together with a lock, dry dock, lock 
grounds, buildings, and other appurtenances, at an aggregate cost 
>f about $1,162,324, as more fully enumerated on page 1021 of An- 
xiual Report for 1915. 

Effect of improvement. —Transportation has been made easier and 
safer from year to year and the usual reduction in freight rates due 
to water competition is experienced, but comparatively little benefit 


RIVER AND HARBOR APPROPRIATION BILL. 433 

is expected, until transfer and terminal facilities are provided at the 
various cities in which direction considerable progress has already 
been made. An increase in commercial water-borne freight of about 
100,000 short tons is noted. 

Proposed operations .—It is proposed to operate 6 hired labor 
plants in building dams and shore protections in the various river 
divisions, continuing the regularization. These 6 plants include 18 
towboats and 218 barges, with the necessary quarter boats, build¬ 
ing boats, fuel floats, launches, and motor skiffs. Contracts for simi¬ 
lar work will be carried on in four divisions and for winter work 
in three divisions. Hired labor work in rock excavation will be per¬ 
formed on the Rock Island Rapids, and for miscellaneous work 4 
dipper dredges, 8 dump scows, 2 drill boats and their accessories will 
be used. Progress will be made on the Le Claire Canal and in ex¬ 
cavating a 6-foot channel with pipe-line and dipper dredges from the 
Omaha Bridge to Lock and Dam No. 1. 

Estimate for fiscal year 1918, based on the proportional amount, $2,000,000, 
required annually to complete the project by June 30, 1922. 

1. For the operation for 6 to 7 months each of 6 hired labor plants 
belonging to the United States, consisting of 13 towboats, 
about 200 barges and their accessories in building and repairing 
dams and shore protections in 6 divisions of the district, aiming 


to place in the work about 1,000,000 cubic yards of riprap rock 

and brush in varying proportions_$1, 000, 000 

2. For work under contract in 5 divisions building and repairing 

dams and shore protections, aiming to place in the work about 

400,000 cubic yards of rock and brush in varying proportions_ 400, 000 

3. For work in the 3 northern divisions in building and repairing 

dams and shore protections on the ice, with the intention of 
placing in the work about 85,000 cubic yards of riprap rock and 
brush_ 75, 000 

4. For the operation of 8 United States pipe-line dredges at various 

localities throughout the district in removing sand from chan¬ 
nel, in dredging temporary channels, and building foundations 
of dams, and with the intention of moving about 1,700,000 cubic 
yards of sand for these purposes, 6 months each; 48 months, 
at $2,500 per month_ 120,000 

5. For operating 2 drill boats and 2 dipper dredges to remove about 

10,000 solid cubic yards of rock from the Rock Island Rapids_ 50, 000 

6. For continuing construction of Le Claire Canal as far as the 

funds will permit, providing machinery, tools, and other appli¬ 
ances, building cofferdams, and excavating rock- 250,000 

7. Surveys and gauges- 15, 000 

8. Purchase, construction, care, and repair of plant- 90,000 


Total_ 2, 000, 000 


Commercial statistics .—The commerce, aside from Government ma¬ 
terial consisting of rock and brush used in construction work, was 
of a miscellaneous character, the largest items being sand and gravel. 


Comparative statement. 


Calendar year. 

Total. 

Commer¬ 

cial. 

United 

States 

material. 

Value. 


Short tons. 
2,145,315 
1,426,970 
1,883,668 

Short tons. 
1,372,923 
1,145,785 
1,255,593 

Short tons. 
772,292 
281,185 
450,183 

$32,705,137 
41,324,041 
52,785,118 

1915 . 



H. Rept. 1289, 64-2-28 

























434 


RIVER AND HARBOR APPROPRIATION BILL. 


There is an increase from 1914 of 115,407 short tons in miscella¬ 
neous freight; the ton-miles increased 11,489,183, and the valuation 
$11,461,077. 

Amount expended on all projects from June 18, 1878, to June 


30, 1916: 

New work_$27, 240, 358. 02 

Maintenance_ 79, 409. 02 


Total_ 27, 319, 767. 04 


Balance available for fiscal year ending June 30, 1917_ 1, 589, 832. 58 

Amount (estimated) required to be appropriated for completion 

of existing project_ 10,125, 000. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for works of improvement and for maintenance- 2, 000, 000. 00 


MISSISSIPPI RIVER BETWEEN BRAINERD AND GRAND RAPIDS, MINN. 

Location and description. —For general description of the Missis¬ 
sippi River, see “ Mississippi River between St. Paul and Minne¬ 
apolis.” The section of the Mississippi River included in this im¬ 
provement flows in a southwesterly direction from Grand Rapids to 
Brainerd, Minn., a distance of about 180 miles. Brainerd, at the 
lower end of this section, is about 170 miles above St. Paul, Minn. At 
each end of the section under improvement is a power dam without 
a lock. 

Existing project. —The river and harbor act approved June 25, 
1910, adopted a project for completing this improvement at an esti¬ 
mated cost of $22,555. This project aims at securing a practicable 
channel not less than 60 feet wide and 3.5 feet deep at mean low 
water between Brainerd and Grand Rapids by means of dredging, 
wing dams, cut-offs, and the removal of snags and overhanging trees, 
in accordance with plan printed in House Document No. 607, Sixty- 
first Congress, second session (no maps). In 1913 the estimate was 
increased to $30,555 on account of the increased cost of the plant over 
that originally estimated, and also because the nature of the material 
dredged was such as to cost more than had been expected. The esti¬ 
mate for maintenance is $2,000 annually. 

Condition at end of the fiscal year. —The project depth of 3.5 feet 
at mean low water which corresponds to 3 feet and 2.5 feet on the 
Aitkin and Sandy Lake gauges, respectively, has been attained. 
About 85 miles of river has been cleared of overhanging trees and 93 
miles of channel cleared of snags. The improvement has resulted in 
an increased available depth during mean low water of 2 feet; has 
increased the available width of the channel, and has made naviga¬ 
tion less hazardous. The total expenditures under the existing 
project were $29,088.63 for new work and $2,059.90 for maintenance, 
a total of $31,148.53. 

Effect of improvement. —The work of improvement has given a 
safer channel and has doubtless kept down freight rates on the river. 
There is no railroad competition. 

Proposed operations. —The funds on hand will be used in snagging 
and removing overhanging trees, etc., using Government plant and 
hired labor, and will be expended prior to July 1, 1917. 










RIVER AND HARBOR APPROPRIATION BILL. 435 

Operation of U. S. dredge Oriole _$2, 500. 00 

Removal of overhanging trees, etc,_ ’ 500 . 00 

Administration and contingencies.’_ 447. 48 

Total- 3,447,48 

The funds estimated for the fiscal year 1918 are to be expended in 
removing snags and overhanging trees, using Government plant. 

Operation of the dredge Oriole _$1, 400 

Purchase of supplies, repairs, etc_ 400 

Administration and contingencies_ 200 

Total___ 2,000 


Comvnercial statistics .—The commerce consists mainly of floating 
loose pine logs and rafts of cedar posts and poles, ties and pulpwood, 
which is carried on over the entire section. One steamboat makes 
weekly trips over part of this stretch giving a scheduled passenger 
and freight service to the settlers. 

Comparative statement. 


Calendar year. 

Short 

tons. 

Value. 

Passengers 

carried. 

Receipts, 

passenger 

carriers. 

Steam¬ 

boats. 

Launches, 

commercial, 

pleasure. 

1913. 

466,275 

$2,114,000 

700 

$900 

1 

10 

1914. 

424,600 

1,903,500 

800 

950 

1 

20 

1915. 

366,700 

1,473,000 

1,000 

1,000 

1 

20 


No change in nature of commerce has resulted from improvement, 
nor have any boat lines been established or abandoned. 


Amount expended on all projects from July 11,1870, to June 30,1916: 

New work___$48,089. 59 

Maintenance_ 2, 059. 90 


Total_ 50,149. 49 


Balance available for fiscal year ending June 30, 1917_ 3, 447. 48 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement____ 2, 000. 00 


MISSISSIPPI AND LEECH RIVERS, MINN. 

Location and description .—For general description of the Missis¬ 
sippi River see “Mississippi River between St. Paul and Minne¬ 
apolis.” The section of the Mississippi River included in this im¬ 
provement flows in a southeasterly direction from Winnibigoshish 
Dam to Pokegama Dam, a distance of about 65 miles. 

Leech River has its source at the outlet of Leech Lake and flows 
in an easterly direction about 29 miles to the Mississippi River, which 
it enters about 40 miles above Pokegama Dam, the latter being 350 
miles above St. Paul, Minn. The portion of Leech River included in 
the improvement is that between Leech Lake Dam and the Missis¬ 
sippi River, a distance of 27 miles. 

Existing project .—The project was adopted by the river and har¬ 
bor act of March 4, 1913 (H. Doc. No. 1223, 62d Cong., 3d sess., with 
maps), and provides for straightening the channel by means of 
dredged cut-offs and the partial closing of auxiliary channels by 


































436 


RIVER AND HARBOR APPROPRIATION BILL. 


suitable dams, at an estimated cost of $296,000 for improvement and 
$15,000 annually for maintenance. The lengths of the sections under 
improvement are: Mississippi River, 65 miles; Leech River, 27 miles. 
The downstream end of the improvement is at Pokegama Dam, about 
2,280 miles above the mouth of the Mississippi River. The minimum 
channel width provided for Leech River is 100 feet; for the Missis¬ 
sippi River above the mouth of Leech River, 100 feet; and for the 
Mississippi River below Leech River, 125 feet: all with a depth of 
8 feet at a bank-full stage, w T hich is about 10 feet on the Pokegama 
Reservoir gauge. 

Condition at the end of fiscal year. —The work has been the build¬ 
ing of the dredge fleet and dredging 143,780 cubic yards. About 19 
miles of liver has been worked over and the channel straightened. 
This was accomplished by making six cuts, shortening the channel 
by 2.5 miles. There still remains 73 miles of river to be worked over, 
requiring the dredging of about 1,856,000 cubic yards and the con¬ 
struction of suitable dams in old channels. The maximum draft that 
can be carried over the shoalest part of the sections under improve¬ 
ment (9 miles below Winnibigoshish Dam) varies from zero to 4 feet, 
being dependent upon reservoir discharges, a ruling depth of at least 
2 feet being available throughout the navigation season (May 1- 
Nov. 1). The total expenditures to June 30, 1916, were $88,622.71 
for new work. 

Effect of improvement. —Rone; the project not being sufficiently 
advanced. 

Proposed operations. —The funds on hand will be expended in 
dredging between Cohasset and the mouth of Leech River with Gov¬ 
ernment plant and hired labor. 


Operation of U. S. dredge Manito and fleet_$75, 000. 00 

Administration and contingencies_ 7, 580. 66 


Total_ 82, 580. 66 

The foregoing funds will probably be exhausted by July 1, 1917. 
The funds estimated for fiscal year 1918 will be expended in con¬ 
tinuing the dredging as above. 


Operation of U. S. dredge Manito and fleet_$31, 000 

Fuel and supplies_ 8, 000 

Surveys_ 3, 000 

Administration and contingencies_ 8, 000 


Total___ 50, 000 

Commercial statistics. —The commerce on the rivers in this im¬ 
provement is mainly that of floating logs and rafts of cedar posts and 
poles, ties, and pulp wood. There are several steamboats and gaso¬ 
line launches engaged in connection with this business; also a large 
number of launches operated for pleasure only. 

Comparative statement. 


Galendar year. 

Short 

tons. 

Value. 

Passengers 

carried. 

Receipts, 

passenger 

carriers. 

Steam¬ 

boats. 

Launches, 

commercial, 

pleasure. 

1913. 

240,000 
386,225 

$935,628 
1,486,800 
916,000 



2 

45 

1914. 



2 

50 

1915. 

238,000 

6,730 

$4,218 

3 

60 





























RIVER AND HARBOR APPROPRIATION BILL. 437 

Amount expended on all projects from Mar. 4, 1913, to June 30, 

1916: New work_$88, 622. 71 

Balance available for fiscal year ending June 30, 1917_ 82^ 580. 66 

Amount (estimated) required to be appropriated for completion of 

existing project- 120,000.00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for works of improvement_ 50, 000. 00 


OSAGE RIVER, MO. 

Location and description .—The Osage River rises in the south¬ 
western part of Kansas and flows in a general easterly course to the 
middle of the State of Missouri, thence in a northeasterly course, its 
total length being 500 miles, and empties into the Missouri River 
about 142 miles above its mouth and 8 miles below Jefferson City, Mo. 

Existing projects .—The first appropriation was made by the river 
and harbor act of March 3, 1871. It is believed to have been based 
on an examination report printed in House Document No. 60, Forty- 
first Congress, third session (Annual Report for 1871, p. 327), 
although this report was not adopted specifically by Congress as a 
project. It contemplated deepening the channel over shoals by 
dredging up to Roscoe, 283 miles above the mouth, at an estimated 
cost of $200,000. Under the first and subsequent appropriations regu¬ 
lation work, consisting of repairs and construction of training walls 
and wing dams, snagging, and dredging, has been carried on with 
the object of securing a channel 80 feet wide, with a depth of 3 feet 
at mean low water. The project was modified by the river and har¬ 
bor act of September 19, 1890, which authorized the commencement 
of construction of a lock and dam near the mouth of the river, and 
by the river and harbor act of March 3, 1899, which adopted the 
project for a lock and dam printed in Annual Report of Chief of 
Engineers for 1898. page 3470. 

By act of June 24, 1902, Congress declared the river not navigable 
above the dividing line between Benton and St. Clair Counties, Mo., 
and by act of March 4,1904, not navigable above the vicinity of War¬ 
saw, Mo., the act of January 14,1901, having authorized construction 
of a dam across the river at Warsaw, 172 miles above the mouth. 

The lock and dam is 7 miles above the mouth of the river and the 
nearest town is Osage City, Mo., near the mouth. The lock is 220 feet 
long, with a clear width of 42 feet; lift, 16 feet; available depth on 
miter sill at low water, 9 feet. The lower part of dam is of concrete, 
9 feet high, on top of which is a movable dam, consisting of 5 Chit¬ 
tenden Weirs, each 75 feet long, and 415 feet of chanoine wickets; 
height of movable dam, 7 feet; total length of dam, 840 feet. Five 
piers, each 10 feet wide, separate the weirs from each other and from 
the chanoine wickets. The bed of the river consisted of gravel, and 
the foundation of dam was built of timber-capped piles to about 3 
feet below river bed. This was partly undermined and 6 feet of rein¬ 
forced concrete was subsequently placed in the foundation under the 
dam. Estimated cost of lock and dam, $325,000. In recent years 
regulation work has been confined to the section below Linn Creek, 
near the mouth of Niangua River, 109 miles above the mouth of the 
Osage. The channel width of the regulated shoals is about 80 feet, 
with a 3-foot depth at mean low water. For latest published map see 
page 2012 of Annual Report for 1911. 






438 


RIVER AND HARBOR APPROPRIATION BILL. 


Condition at the end of fiscal year .—Records of the work by the 
State of Missouri prior to 1870 are very meager, but remains of wing- 
dams and training walls aggregating 10,000 linear feet are still 
traceable, though much damaged by floods. The open-channel im¬ 
provement by the Government is one which necessitates maintenance 
and renewal from year to year, hence the work must be considered 
indefinite. This work began in 1873 and to June 30, 1916, was as 
follows: 


Wing dams and training walls built_linear feet— 60, 761 

Wing dams and training walls repaired_do_ 14, 519 

Gravel dredged from channel through shoals_cubic yards_ 146, 841 

Snags and obstructions removed from channel_ 15, 261 


The result of the expenditures has been to increase the depth over 
the shoals, remove obstructions, and maintain navigation. In the 
improved sections the channel is becoming fixed, the least depth at 
low water over the shoals that are dredged is from 2 to 3 feet and 
light-draft traffic has been made possible from Bagnell to the 
mouth, 70 miles, throughout the year. Improvement work is now in 
progress from Bagnell to Linn Creek, 38.4 miles, and, except at 
extreme low water during September and October, light-draft traffic 
is maintained. The total expenditures to June 30, 1916, amounted to 
$1,048,165.80, of which $639,521.86 was for new work (including 
$375,637.52 for lock and dam) and $408,643.94 was for maintenance 
subsequent to July 1, 1903 (including $260,171.72 for maintenance 
and repairs of lock and dam). Prior to that time the amounts ex¬ 
pended for works of improvement and for maintenance were so 
involved that it is impracticable to separate them. The lock was 
placed in operation in March, 1906, and the dam in February, 1911, 
but the dam was not entirely completed until January 12, 1914. The 
actual cost of the lock and dam was $635,809.24. 

Local cooperation. —The project was adopted without the imposi¬ 
tion of special conditions for local cooperation. 

Effect of improvement. —The completion of the lock and dam has 
resulted in submerging 10 of the shoals next above the lock. Con¬ 
tinuous open-channel work has been completed to Bagnell, Mo., a 
distance of 70 miles above the mouth, which has made this section of 
the river capable of uninterrupted navigation for light-draft traffic 
during the low-water periods. There are practically no rail facili¬ 
ties, but the improvement has afforded shippers regular means of 
transportation by boat. 

Proposed operations. —With the funds available July 1, 1916, it is 
proposed to carry on the work as follows: 


New wing dams and training walls_$3, 700. 00 

Operation and repair of dredge No. 1 _ 4, 000. 00 

Maintenance of existing works_ 500. 00 

Construction of fish ladder at Lock and Dam No. l_i_ 550. 00 

Superintendence and office expenses_ 548. 04 


Total_ 9, 298. 04 


All work is done by hired labor and Government plant, the rate of 
expenditure being about $1,300 per month, which will exhaust the 
available funds about January 10, 1917. 













RIVER AND HARBOR APPROPRIATION BILL. 


439 


The river and harbor act of July 27, 1916, contains an appropria¬ 
tion of $15,000 for this improvement and for maintenance. It is pro¬ 
posed to expend the funds as follows: 


New wing dams and training walls_$4,000 

Operation and repair of dredge No. 1 _ 5, 000 

Maintenance of existing works_ 5,000 

Superintendence and office expenses_ 1, 000 


Total---15,000 


The Government plant to be operated on the river, the expendi¬ 
tures for which are included in the above figures, consists of 1 tow¬ 
boat, 1 dredge, 1 quarter boat, 1 material barge, and necessary small 
pieces. It is proposed to carry on work with the funds estimated as 
necessary for the fiscal year ending June 30, 1918, as follows: 


New wing dams and training walls_$4, 000 

Operation and repair of dredge No. 1 _ 5, 000 

Maintenance of existing works_ 5, 000 

Superintendence and office expenses_ 1, 000 


Total_15, 000 


Commercial statistics .—The commerce reported for the calendar 
year 1915 shows that 22,083 tons consisted of miscellaneous mer¬ 
chandise, grain, and feed, of which 95 per cent was transported over 
the completed improved section. The following table gives a com¬ 
parative statement of commerce for the calendar years indicated: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

22,563 

$262,000 

415,715 

1914. 

31,308 

22,083 

1913.'. 

330,999 



The general character of the commerce for the current year 1915 
consisted principally of miscellaneous merchandise, grain, feed, live 
stock, railroad ties, and cordwood amounting to 22,083 tons, valued 
at $330,999. 

Amount expended on all projects from Mar. 3, 1871, to June 30, 


1916: 

New work_ $639, 521. 86 

Maintenance_ 408, 643. 94 


Total_ 1, 048,165. 80 

Balance available for fiscal year ending June 30, 1917- 24, 298. 04 

Amount (estimated) required to be appropriated for completion 
of existing project- Indefinite. 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement_ 10, 000. 00 

For maintenance of improvement- 5, 000. 00 


Total_ 15, 000. 00 


































440 


RIVER AND HARBOR APPROPRIATION BILL. 


GASCONADE RIVER, MO. 

Location and description. —The Gasconade River rises in the south¬ 
ern part of Missouri and flows in a general northeasterly course for 
a distance of about 200 miles, entering the Missouri River at Gas¬ 
conade, Mo., 110 miles above its mouth. 

Existing project. —No definite project based on an examination re¬ 
port has been adopted by Congress. The first appropriation was 
made by the river and harbor act of June 14, 1880, for removing 
snags, and the next and subsequent appropriations specified continu¬ 
ing the improvement. A report on a survey of the river, printed in 
Senate Document No. 99, Forty-sixth Congress, second session, con¬ 
tains a plan for partial improvement at an estimated cost of $50,000. 
It provided for deepening and straightening the low-water channel 
over the worst shoals by means of low, cheaply constructed dikes 
and for removing snags. In recent years work has been confined 
to the section below Cooper Hill, 39.5 miles above the mouth, the 
channel width of the regulated shoals being about 80 feet, with a 
depth of 2 feet at mean low water. The river and harbor act ap¬ 
proved July 27, 1916, provided for the removal of the dam near 
Heckman’s mill at Pryors Bend, or any other obstruction to the flow 
of water at or near that point, in the discretion of the Secretary of 
War. For latest published map, see House Document No. 190, Sixty- 
third Congress, first session. 

Condition at the end of fiscal year. —The improvement of this river 
by open-channel methods has been prosecuted at some of the worst 
shoals, but no consolidated tabulation of the work accomplished can 
be made, as the earlier records do not state the amount of work done. 
The result of the expenditure has been to increase the depth over the 
shoals, remove obstructions, and maintain navigation. In the im¬ 
proved localities the channel is becoming fixed, the least depth at low 
water over the shoals being 1J to 2 feet. The total expenditures to 
the end of the fiscal year amounted to $201,076.14, of which amount 
$134,008.30 was for new work and $67,067.84 was for maintenance 
subsequent to July 1, 1903. Prior to that time the amounts expended 
for works of improvement and for maintenance were so involved that 
it is impracticable to separate them. 

Effect of improvement. —There are practically no rail facilities. 
The improvement has afforded shippers a regular means of trans¬ 
portation by boat. 

Proposed operations. —With the funds available July 1, 1916, it 
is proposed to carry on the work as follows: 


New wing dams and training walls_$4, 900. 00 

Operation and repair of power boat No. 1 _ 600. 00 

Maintenance of existing works_ 3, 500. 00 

Superintendence and office expenses_ 497. 25 


Total ___ 9, 497. 25 


All work is done by hired labor and Government plant, the rate 
of expenditure being about $1,500 per month, which will exhaust 
the available funds about December 31, 1916. 

The river and harbor act approved July 27, 1916, contains an item 
of $10,000 for this improvement and for maintenance. It is pro¬ 
posed to expend these funds as follows: 








RIVER AND HARBOR APPROPRIATION BILL. 441 

New wing dams and training walls—_$5, 500 

Operation and repair of power boat No. 1 _ 1, 500 

Maintenance of existing works_ 2, 500 

Superintendence and office expenses_1_ 500 


Total-10, 000 


The Government plant to be operated on the river, the expenditures 
for which are included in the above figures, consists of 1 gasoline 
towboat, 1 power boat (combined derrick and pile driver), 1 quarter 
boat, 1 material barge, 1 towing barge, and necessary small pieces. 

It is proposed to carry on work with the funds estimated as neces¬ 
sary for the fiscal year ending June 30, 1918, as follows: 


New wing dams and training walls_._$10, 000 

Operation and repair of power boat No. 1- _ 1, 500 

Maintenance of existing works_ 3, 000 

Superintendence and office expenses_ 500 


Total_ 15, 000 


Commercial statistics .—The commerce reported for the calendar 
year 1915 shows that 22,037 tons consisted of miscellaneous mer¬ 
chandise, grain, feed, and flour, all transported over the improved 
section. The following table gives a comparative statement of com¬ 
merce for the calendar years indicated: 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

28,696 

43,053 

22,037 

$308,000 

449,573 

340,876 

1914. 

1915. 



The general character of the commerce for the calendar year 1915 
consisted principally of miscellaneous merchandise, grain, feed, 
flour, live stock, railroad ties, and sand and gravel, amounting to 
22,037 tons, valued at $340,876. 

Amount expended on all projects from June 14, 1880, to June 


30, 1916: 

New York___— $134, 008. 30 

Maintenance_ 67, 067. 84 


Total_-_ 201,076.14 


Balance available for fiscal year ending June 30, 1917- 19, 497. 25 

Amount (estimated) required to be appropriated for completion 

of existing project- Indefinite. 

Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement- 10, 500. 00 

For maintenance of improvement-,- 4, 500. 00 


Total_ 15, 000. 00 


KANSAS RIVER, KANS.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
584, Sixty-third Congress, second session: 

The Kansas River, more commonly called the Kaw, is formed-by the junction 
of the Republican and Smoky Rivers, flows easterly 176 miles, and empties 


































442 


RIVER AND HARBOR APPROPRIATION BILL. 


into the Missouri River at Kansas City. Following the great flood of 1903, 
the State of Kansas created the Ivaw Valley drainage district, under the control 
of the Kaw Valley Drainage Board, for the purpose of placing the river in 
condition to avoid the disastrous effects of another similar flood. In the river 
and harbor act approved July 25, 1912, Congress adopted a project for improve¬ 
ment of this river by the United States from the mouth up to Argentine, Kans., 
which provides for Federal supervision as to harbor line encroachments, bridge 
reconstruction, and removal of debris and obstructions from the'bed of the 
river. The further work now proposed consists in a more active participation 
by the United States in the work of improvement so far as warranted in the 
interests of commerce and navigation. The district officer is of opinion that 
the present and prospective commerce of the river is sufficient to warrant the 
expenditure by the United States of $10,000 in the construction of two dikes 
at the mouth of the river and the removal of solid obstructions from the river 
to 15 feet below low water, in accordance with the following estimate: 


Removal of wreckage_1_$68, 000 

Dikes at mouth_1_ 12, 000 

Total_ 80, 000 


It is proposed that railroads and other parties should pay $60,000, the Kaw 
Valley Drainage Board $10,000, and the United States $10,000. There is now 
on hand the sum of $4,000, appropriated for execution of the present project, 
which should be made available for the work now proposed. The division engi¬ 
neer concurs in believing that the river is worthy of improvement to the extent 
indicated. 

I concur with the district officer, the division engineer, and the Board of 
Engineers for Rivers and Harbors, and therefore report that the improvement 
by the United States of Kansas River from the mouth to the western limits 
of Kansas City, Kans., is deemed advisable to the extent of constructing two 
dikes at the mouth and removing solid obstructions from the river to a depth 
of 15 feet below mean low water, at an estimated cost of $80,000, of which 
$10,000 should be borne by the General Government and the remainder by local 
interests. 

MISSOURI RIVER. 

Location and description .—The Missouri River is formed by the 
junction of the Jefferson, Madison, and Gallatin Rivers at Three 
Forks in southwestern Montana, flows north to above the central line 
of the State, thence northeast into western North Dakota, thence 
in a general southeasterly course through North and South Dakota, 
thence southeast, separating Iowa and Missouri from Nebraska and 
Kansas, entering the State of Missouri at Kansas City, thence in a 
general easterly course across Missouri, entering the Mississippi 
River about 18 miles above St. Louis, 2,551 miles from Three Forks. 

The method of making appropriations for the improvement of the 
Missouri River makes it desirable to report separately for each sec¬ 
tion as follows: (1) Kansas City to the mouth, 392 miles; (2) Kansas 
City to Sioux City, Iowa, 415 miles; (3) Sioux City, Iowa, to Fort 
Benton, Mont., 1,478 miles. 

MISSOURI RIVER, KANSAS CITY TO THE MOUTH. 

Location and description. —See page 1131. 

Original condition. —The original condition of this section of the 
river was one of alternate pools and bars, obstructed by numerous 
snags. The minimum available low-water depth was about 3 feet. 

Existing project. —The existing project for this 392-mile section of 
the river was adopted by the river and harbor act of July 25, 1912. 
It provides for securing a permanent 6-foot channel, with a normal 






RIVER AND HARBOR APPROPRIATION BILL. 


443 


low-water width of 1,200 feet, at an estimated cost of $20,000,000, the 
work to be completed within a period of 10 years. The estimated 
cost of maintenance is $500,000 per year. (See H. Doc. No. 1287, 61st 
Cong., 3d sess.) The work proposed is the protection of the banks by 
revetments, the contraction of channel by dikes, and the removal of 
snags. For latest published map see page 2795 of Annual Report 
for 1915. 

Condition at the end of fiscal year .—Prior to the adoption of the 
existing project much of the work was of an experimental nature, 
constructed in isolated localities, and was practically obliterated 
without accomplishing the desired results. Under the previous 
project for the systematic improvement of the “ first reach,” a 45-mile 
section from Murrays Bend, near Jefferson City, Mo., to Gasconade 
River, there was constructed 12.3 miles of revetment, 104,040 linear 
feet of dike, 2,800 linear feet of abattis, and 1 bank head. The con¬ 
struction of this work extended from 1892 to 1901 and produced a 
low-water depth of at least 6 feet where naturally as little as 2J 
feet had existed. The cost was about $2,500,000. 

Under the existing project, beginning with the appropriation of 
June 25, 1910, for s}^stematic work on the 6-foot channel, the work 
is about 17 per cent completed. The work accomplished includes 
50.79 miles of revetment for the purpose of permanently fixing the 
banks, 46,365 linear feet of dikes, and 1,705 feet of abattis for recti¬ 
fication of channel widths and closing auxiliary chutes. In the 
improved localities, which aggregate about 65 miles in length, the 
channel is becoming fixed, and there is a marked improvement of 
channel depths. For the purpose of hastening the progress of im¬ 
provement in the most unstable sections of the river, and because of 
the accessibility of willow brush, an important article in the con¬ 
struction of the works, starting points for improvement were se¬ 
lected as follows: Kansas City, mile 392; Waverly, mile 299; Nigger 
Bend, mile 223; improved first reach, upper end above Jefferson 
City, mile 155, low T er end at Gasconade River, mile 110; and St. 
Charles, mile 28. 

Kansas City was selected because it was the head of the improve¬ 
ment contemplated, and because the river was held to some extent 
for a distance of 11 miles above and 6 miles below by corporations 
and private interests. 

Waverly was selected because of bluff contact, and because the 
river for a distance of 37 miles above had but little tendency to 
wander from bluff contact. 

Nigger Bend was selected in 1913, because improvement work had 
previously been done at this location, and because with improve¬ 
ment in the bends immediately above and below, it would soon per¬ 
mit of a completed section from Glasgow above, to, and below Boon- 
ville; also it was expected with continued regular appropriations to 
make early junction with the improvement carried upstream from 
Jefferson City at the upper end of the first reach. 

The first reach w y as selected because of the improvement com¬ 
pleted by the Missouri River Commission, and because it enabled 
work to be done from both ends—that is, up and down stream. 

St. Charles was selected because private interests had held and 
would continue to hold the river under the bridges, and because it 


444 


RIVER AND HARBOR APPROPRIATION BILL. 


permitted the earliest extension of the improvement to the mouth of 
the river. 

Good progress has been made on two of the above subdivisions. 
On the first, all but three bends have been revetted between Kansas 
City and Sibley, 42 miles. Over this distance the required depth was 
obtained, except in one crossing, where the depth was 5 feet at mean 
low water. From Sibley to Waverly the river conditions have been 
disturbed by a cut-off, which occurred July 3, 1915, across the neck 
of Napoleon Bend, and improvement will therefore be delayed until 
settled conditions obtain. The river is practically in its original 
condition, with a depth of 3J feet at mean low water, between Sibley 
and Waverly. 

The stretch from Waverly to Glasgow, a distance of 61.5 miles, 
is the most unstable section of the river, but only four crossings had 
as little as 4 feet depth. From Glasgow to Nigger Bend, a distance 
of 16.5 miles, improvement work has been completed in two bends 
and is under construction and projected for the remainder. Over 
this stretch of the river the required depth prevails. 

From Nigger Bend to Lupus, a distance of 39 miles, only one 
crossing was found with a least depth of 3£ feet. From Lupus to 
Washington, a distance of 111 miles, is the second stretch on which 
good progress has been made with the systematic improvement, by 
extending the work both up and down stream from the improved . 
“first reach,” formerly 45 miles in length. Over this stretch of the 
river two crossings were found where the depths were only 3^ feet, 
but they were at localities where the river needs rectification to the 
proposed width. From Washington to St. Charles, a distance of 43 
miles, the river is practically in its original condition, where a depth 
of 3^ feet was found on three crossings. From St. Charles to the 
mouth, a distance of 28 miles, the upper 12 miles has been protected 
by revetment, constructed by private interests and the United States, 
along which the proposed depth is found, but over the remaining 
stretch of unimproved river one crossing has 3J feet depth. 

To summarize, the maximum draft over the shoalest part of the 
improved localities was 4| feet and over those unimproved 3J feet 
at mean low water, these depths occurring during a month and a half 
preceding the close of the navigation season, November 30. During 
the remainder of the season the ruling depth fluctuated, being some¬ 
times as much as 9 feet at times of high water, but there was not a 
dependable depth in excess of 4^ to 5 feet over this entire section of 
river for any considerable length of time. 

The work remaining to be done is the construction of the necessary 
dikes to hold the channel along about 50 miles of bluff contact, and 
of the necessary dikes and revetment for about 200 miles of river. 
The total expenditures under the existing project up to the end 
of the fiscal year, beginning with the appropriation of June 25, 1910, 
for systematic work on the 6-foot channel, amount to $4,869,546.03, 
divided as follows: 

New work-- $4,274,114.70 

Maintenance- 595, 431. 33 

Local, cooperation .—The project was adopted without any condi¬ 
tions for local cooperation. A municipal wharf was completed in 
1911 at Kansas City, Mo., at a cost of about $70,000, which was paid 




RIVER AND HARBOR APPROPRIATION BILL. 


445 


by the city. Upon request by the interests concerned authority lias 
been granted for local cooperation as follows: 

Mouth of Kansas River, right bank, mile 392. —Cooperation with Kaw Valley 
Drainage Board in the construction of a longitudinal dike along the harbor 
line approved June 20, 1912. Modification was authorized by the Chief of 
Engineers October 19, 1914, the total cost to the Government not to exceed 
$10,000. The work was completed December 3, 1915, at a total cost of 
$28,022.15, of which the Government paid $10,000. 

East Bottom Bend, right bank, mile 388. —Cooperation with Kansas City, 
Mo., in the construction of a longitudinal dike along the harbor line and cross 
dikes, approved September 18, 1911. The estimated cost to the Government was 
$105,000. Plans and specifications were approved July 20, 1912, and the city 
authorities notified that the United States was ready to begin construction. 
No work has been done, and the mayor on June 14, 1916, states: “The city has 
abandoned the original plan * * * and we do not feel like standing any 

part of the expense of putting in the dike on the harbor line.” As navigation 
would not be benefited as much as local interests, no work will be done by the 
United States at present. 

The following work lias been done during the year without co¬ 
operation on the part of the United States: 

The Wabash Railroad Co. has expended approximately $-, as repairs 

to existing works where the tracks pass along the river banks between miles 365 
and 266. At mile 275 on left bank they constructed 2,200 linear feet of standard 
revetment and 1,500 linear feet of wire mattress revetment at an approximate 
cost of $40,000. 

The Missouri Pacific Railway Co. expended approximately $126,900 as re¬ 
pairs to existing works between miles 325 and 173. At mile 342, right bank, 
1,200 linear feet of standard revetment, at an estimated cost of $12,000; at 
mile 328, right bank, 3.706 linear feet emergency wire mattress at an estimated 
cost of $27,000. 

The citizens of New Haven, Mo., right bank, mile 87, extended standard 
revetment 1,683 linear feet, at an estimated cost of $5,788. 

The Chicago, Burlington & Quincy Railroad Co., left bank, mile 9, repaired 
existing work and extended standard revetment 500 linear feet at an estimated 
cost of $25,119.05. 

Effect of improvement .—The effect of improvement has been to 
make navigation easier and safer and to give lower freight rates, the 
actual water rates being about 80 per cent of the railroad rates. A 
navigation company was organized in 1910 and now has two tow¬ 
boats and a number of large steel compartment barges in regular 
■operation, with wharfage and terminal facilities at Kansas City, 
Mo., and East St. Louis. 

Proposed operations .—With funds available July 1, 1916, it is 
proposed to carry on the work as follows: 


By contract: 

424,000 feet standard revetment_$381, SOS. 50 

17,700 feet standard dikes_ 253, 603. 50 

- $635,412.00 

By hired labor and Government plant: 

31.000 feet standard revetment- 164, 397. 64 

17,000 feet standard dike_ 255, 000. 00 

Construction of steel-hull towboat- 19, 603. 00 

Maintenance and repair at boat yard- 30, 000. 00 

Operations of repair party in making necessary 
repairs to revetments and dikes that have 

suffered deterioration or injury- 22, 000. 00 

Operations of snag boat Missouri, including re¬ 
pairs_ 16, 500. 00 

Surveys, superintendence, and office expenses— 30, 000. 00 

" - 537,500.64 


Total_1,112, 912. 64 















446 


RIVER AND HARBOR APPROPRIATION BILL. 


The rate of construction for each construction force per month is 
about 1,500 linear feet of standard revetment and 1,000 linear feet of 
dike, at a cost of $158,000. At this rate it is expected the funds will 
be exhausted about January 31, 1917. The operations of the snag 
boat cost about $3,000 per month, and it is expected to keep her in 
commission to December 15,1916. The operations of the repair party 
cost about $4,000 per month, and it is expected to suspend work about 
December 15, 1916. Surveys, superintendence, and office expenses 
average about $2,500 per month. 

The river and harbor act of July 27, 1916, provided $1,500,000 for 
this improvement and for maintenance, which it is proposed to ex¬ 
pend as follows: 


Systematic works of improvement : 

Standard revetment_ $690,000 

Standard dike_ 600, 000 

Maintenance and repair: 

Necessary repairs to revetments and dikes that have suffered 

deterioration or injury___ 100, 000 

Operations of snag boat Missouri, including repairs_ 30, 000 

Ordinary repairs to floating plant, consisting of 5 towboats, 6 
pile drivers, 8 quarter boats, 7 mattress barges, 7 gasoline 

launches, 40 material barges, and minor pieces_ 30, 000 

Surveys, superintendence, and office expenses_ 50, 000 


Total_ 1, 500, 000 


The Government plant to be operated on the river, the expendi¬ 
tures for which are included in the above figures, consists of one snag 
boat, six working plants for handling revetment and dike construc¬ 
tion, and one repair plant. Each construction plant consists of a 
towboat, a quarter boat, a combined grader and pile driver, a mat¬ 
tress barge, and seven material barges, with other small accessories, 
and requires about $100,000 per year for its operation, including the 
cost of materials and for the work it does. The repair plant consists 
of a towboat, a quarter boat, a combined grader and pile driver, and 
three material barges, with necessary small pieces, and requires about 
$50,000 per year for its operation, including materials for the repair 
work. In addition to the work done by the regular repair party, it is 
estimated that the construction forces will expend about $50,000 in 
emergency repairs to works in their immediate vicinity. 

On account of the large balance available July 1, 1916, due to the 
river remaining at an unfavorable stage for construction work in 
1915 and 1916, the estimate submitted for the fiscal year 1918 has 
been reduced to $1,000,000. 

It is proposed to expend these funds as follows: 


Systematic works of improvement: 

Standard revetment_ $500, 000 

Standard dike- 420,000 

Maintenance and repair: 

Operations of repair party in making necessary repairs to re¬ 
vetments and dikes that have suffered deterioration or injury_ 50, 000 

Operations of the snag boat Missouri, including repairs_ 15, 000 

Ordinary repairs to floating plant, consisting of 5 towboats, 6 pile 
drivers, 8 quarter boats, 7 mattress barges, 6 gasoline launches, 

40 material barges, and minor pieces_ 15, 000 


Total- 1,000,000 
















RIVER AND HARBOR APPROPRIATION BILL. 


447 


Recommended modification of 'project. —None. 

Commercial statistics. —The commerce reported for the calendar 
year 1914 shows that 32,760 tons were merchandise, manufactured 
steel products, grain and feed, of which about 96 per cent was through 
freight from Kansas City to the mouth. The following table gives a 
comparative statement of commerce for the calendar years indicated: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

347,235 

240,550 

216,490 

$3,929,212 

4,677,207 

7,516,373 

1914. 

1915. 



The commerce consisted principally of sand and gravel, grain, 
manufactured steel, miscellaneous merchandise, live stock, and rail¬ 
road ties, amounting to 216,490 tons, valued at $7,516,373. 

Amount expended on all projects from 1838 to June 30, 1916: 


New work_$11, 534, 218. 09 

Maintenance_ 998, 458. 42 


Total_ 12, 532, 676. 51 


Balance available for fiscal year ending June 30, 1917_ 2,139, 298. 06 

Amount (estimated) required to be appropriated for completion 

of existing project_ 12, 600, 000. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918: 

For works of improvement_ 935, 000. 00 

For maintenance of improvement_ 65, 000. 00 


Total_ 1, 000, 000. 00 


MISSOURI RIVER, KANSAS CITY, MO., TO SIOUX CITY, IOWA. 

Existing project. —No definite project based on an examination 
report has been adopted by Congress for this section of the river, 
beginning at Kansas City, 392 miles above the mouth, and extending 
to Sioux City, 415 miles farther upstream. The existing project may 
be considered as adopted by the river and harbor act of June 13, 
1902, which abolished the Missouri River Commission and directed 
the expenditure of the appropriation made by said act and of the 
unexpended balances of appropriations heretofore made for the im¬ 
provement of this section of the river is such manner and at such 
localities as the Secretary of War may direct. As modified in sub¬ 
sequent acts the existing project now provides for snagging, for 
bank revetment at certain specified localities, and for such other bank 
revetment within the limits of the funds provided as, in the judg¬ 
ment of the Chief of Engineers, may be in the interests of navigation. 
No estimate of cost of the original work and of maintenance has 
been approved. For latest published maps see page 1987 of Annual 
Report for 1911. 

Condition at end of fiscal year— The hindrances to easy navigation 
are snags and shifting shallow channels, for both of which caving 

























448 


RIVER AND HARBOR APPROPRIATION BILL. 


banks found in every bend are answerable. Dikes and revetments 
have been built in a few of these bends to protect the banks, thereby 
fixing the channel and at the same time cutting off the supply of 
snags. The effect of such work is strictly local. Where the great 
majority of the bends are disregarded, owing to prohibitive expense 
attached to general improvement, the effect upon the river, as a whole, 
is unimportant. Removal of snags has been of marked benefit to 
navigation, as it affects the entire river. While the destruction of 
snags will never be finished, so long as there are wooden shores to 
precipitate tree trunks into the stream, yet were snagging to be dis¬ 
continued the river would soon revert to an impassable state for 
navigation. 

The maximum draft over the shoalest part of this section was 3 
feet at mean low water, this depth occurring during the four months 
preceding the close of the navigation season, November 15. During 
the remainder of the season the ruling depth fluctuated, but there 
was not a dependable depth of more than 4 feet over this entire sec¬ 
tion for any considerable time. 

The total expenditures under the existing project up to the end of 
the fiscal year amount to $828,770.78, divided as follows: 

New work_$479, 296. 60 

Maintenance_ 349, 474.18 

Local cooperation .—Special conditions for local cooperation have 
been imposed by law as follows: 

River and harbor act of March 3, 1905, provided that public authorities at 
St. Joseph, Mo., shall contribute $50,000 for bank protection along the harbor 
line, and this amount was contributed and the work completed March 21, 1906, 
at a total cost of $100,000. 

The river and harbor act approved July 27, 1916, made an appropriation of 
$75,000 for improvement of Missouri River at St. Joseph, Mo., subject to the 
condition that the city of St. Joseph or other agency shall contribute such sum 
as may be satisfactory to the Secretary of War, which contribution shall not be 
in excess of two-fifths of the total amount expended by the United States, and 
in no event to exceed $50,000. 

Upon request of the interests concerned, authority was granted 
for local cooperation as follows: 

Atchison, Kans .—Left bank, mile 448. In 1895 the Government revetted 
6,250 feet of river bank near Atchison, Kans., toward which the Chicago & 
Atchison Bridge Co. contributed materials valued at $24,450. The work was 
completed April 10, 1895. 

Elivood Bend, Kans .—Right bank, mile 481. Bank protection was approved 
by the Secretary of War July 25, 1907, on condition that local interests con¬ 
tribute $50,000. The St. Joseph & Grand Island Railway Co. contributed 
$32,500, and the Chicago, Rock Island & Pacific Railway Co. $17,500. Work 
was completed June 25, 1909, at a total cost of $100,000. 

Craig, Mo .—Left bank, mile 549. January 5, 1911, the Secretary of War 
authorized the expenditure of funds contributed by citizens of Craig for bank 
protection. Work was completed May 25, 1911, at a total cost of $11,686, of 
which $4,492 was contributed. 

St. Joseph, Mo .—Left bank, mile 479. October 14, 1911, the Secretary of 
War authorized expenditure of funds contributed by the Union Terminal Rail¬ 
way Co. for bank protection at St. Joseph. Work was completed December 20, 
1911, the amount contributed being $3,000. 

Council Bluffs, Iowa .—Left bank, mile 663. July 10, 1912, the Secretary of 
War approved an allotment of funds for bank protection at Council Bluffs in 
cooperation with the Illinois Central Railroad Co. Additional allotments were 
made in 1913 and 1914. The revetment work and repairs were completed in 
May, 1915, at a total cost of $94,405.75, one-half of which was paid by the 
railroad company. Unexpended balance of contributed funds on hand, $156.21. 




RIVER AND HARBOR APPROPRIATION BILL. 


449 


Folsom, Iowa— Left bank, mile 641. August 23, 1912, the Chief of Engineers 
approved bank-protection work in the vicinity of Folsom, Iowa, in cooperation 
with the Chicago, Burlington & Quincy Railroad Co., and on August 22, 1913, 
approved an extension of the work. The work was completed March 10, 1914, 
the cost to the railroad company in cash and materials contributed being 
$127,250.55. 

Opposite Florence, Nebr. —Left bank, mile 672. November 21, 1913, the Secre¬ 
tary of War authorized acceptance of $5,000 contributed by the Metropolitan 
Water District, of Omaha, Nebr., for bank protection opposite Florence, Nebr. 
The revetment was completed March 13, 1914, at a total cost of $9,896.59, of 
which $4,948.30 was paid from contributed funds. Unexpended balance of con¬ 
tributed funds on hand, $51.70. 

Quindaro Bend, Kans. —Right bank, mile 398. In cooperation with the water 
departments of Kansas City, Kans., and Kansas City, Mo., and with private 
interests, dikes and revetments were built in Quindaro Bend in 1915, under 
authority of subproject approved October 20, 1914. The work was completed 
December 13, 1915, at a total cost of $13,319.99, of which $6,503.04 was charged 
to contributed funds. Unexpended balance of contributed funds on hand, 
$996.96. 

In addition to the items above enumerated there has been a large 
amont of work done on this section of the river by private interests 
without any cooperation on the part of the Government. 

Effect of improvement .—The effect of improvement has been to 
make navigation easier and safer. A small boat line has been in 
operation between Omaha and Decatur, Nebr., for two seasons, and 
water transportation between Kansas City and Omaha was initiated 
in the spring of 1916 by small towboats. 

Proposed operations .—With the funds available July 1, 1916, it is 
proposed to carry on the work as follows: 


Repairs to revetment at Bonton Bend_$4, 025 

Operation and repairs of snag boat McPherson _ 5, 000 

Care and repair of plant_ 2, 000 

Superintendence and office_..___ 4, 000 


Total_15, 025 


The river and harbor act of July 27,1916, provided $50,000 for this 
improvement and an item of $75,000 for work at St. Joseph, Mo., 
contingent on local interests contributing not to exceed $50,000, which 
it is proposed to expend as follows: 


Bank revetment at St. Joseph, Mo_--$125, 000 

Operation and repairs of snag boat McPherson - 10, 000 

Care and repair of plant- 3,000 

Bonton Bend revetment, repairs--— 4, 000 

Belmont Bend revetment, repairs-- 8, 000 

Quindaro Bend revetment, repairs---- 1, 000 

Council Bluffs revetment, repairs- 4, 000 

Miscellaneous revetment work in the interest of navigation- 20, 000 


Total_ 175, 000 


sary for the fiscal year ending June 30, 1918, as follows: 

Operation and repairs of snag boat McPherson -$18, 000 

Superintendence and office expenses---- 4, 000 

Care and repair of plant- 3, 000 

Repairs to existing works- 10,000 


Total_ 35, 000 


Commercial statistics. —Ninety-nine per cent of the commercial ton¬ 
nage reported for the calendar year 1915 was sand, dredged from the 


H. Rept. 1289, 64-2-29 

























450 


RIVER AND HARBOR APPROPRIATION BILL. 


river bed at Kansas City, St. Joseph, and Omaha, and hauled an av¬ 
erage distance of 2 miles. The value of this commerce was only 51 
per cent of the total traffic, however. Practically all other freight 
was transported 100 miles by a boat line established in 1915, with 
terminals at Omaha and Decatur, Nebr. This commerce, which con¬ 
sisted principally of grain, produce, lumber, and other building ma¬ 
terials, has been stimulated more by lack of other transportation 
facilities at Decatur than by the progress of channel improvement. 
The draft of loaded vessels did not exceed 2^. feet. All commerce for 
1913 and 1914 was sand. Commerce of the current year does not 
differ in character from that of the preceding year, but navigation is 
showing a broadening tendency, increasing in amount between Kan¬ 
sas City and St. Joseph and between Decatur and Sioux City, so that 
the first time in several years the whole division is having a certain 
amount of river trade. The following table gives a comparative 
statement of commerce for the calendar years indicated: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

115,686 

96,287 

101,822 

$39,348 

28,237 

55,774 

1914... 

1915. 



KANSAS CITY TO SIOUX CITY, CONSOLIDATED UNITED STATES AND CONTRIBUTED 

FUNDS. 


Amount expended on all projects from Aug. 14, 1876, to June 30, 
1916: 

New work___ f _ 

Maintenance_ 

Balance available for fiscal year ending June 30, 1917_ 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_!_ 


}$3, 


085, 266. 81 
141, 229. 87 

35, 000. 00 


MISSOURI RIVER, SIOUX CITT, IOWA, TO FORT BENTON, MONT. 

Existing project .—The existing project was adopted by the river 
and harbor act of July 25, 1912, in accordance with report published 
in House Document No. 91, Sixty-second Congress, first session. It 
provides for the expenditure of from $75,000 to $150,000 yearly for 
five years in the removal of snags and rocks from the channel and in 
bank protection within easy boat reach of landings, towns, and rail¬ 
road crossings between Sioux City, 807 miles above the mouth, and 
Fort Benton. The river and harbor act approved July 27, 1916, 
specifically provided that in the interest of navigation and in view 
of the existing emergency, and to prevent further loss and destruc¬ 
tion of property, the sum of $75,000, or so much thereof as may be 
necessary, may be expended for bank revetment work at or near the 
city of Vermilion, Clay County, S. Dak., subject to certain local 
cooperation. A map of this stretch of river, 1,478 miles in length, 
accompanies the report cited above. For bank protection standard 
permeable dikes with foot mattresses and revetments of continuous 
woven-brush mattresses, with rock-paved upper banks, are used 
exclusively. 
















RIVER AND HARBOR APPROPRIATION BILL. 


451 


Condition at the end of fiscal year. —Snagging has been conducted 
with regularity over the entire division of the river since 1891. On 
the 172-mile portion between Carroll, Mont., and Fort Benton, called 
the Rocky River, rock dams and dikes have been built to increase the 
depths of shoals, and the rapids have been cleared of rocks and bowl¬ 
ders. Between Carroll and Sioux City^dikes and revetments have 
been placed within easy reach of towns, landings, and railroad cross¬ 
ings, as being the localities where the most pronounced improvement 
could be effected at relatively small cost. From April to October, 
inclusive, drafts of*32 inches are practicable to Pierre, S. Dak., 28 
inches to Carroll, Mont., and 22 inches to Fort Benton. The total 
expenditures under existing project up to the end of the fiscal year 
amount to $417,808.01, of which $284,051 has been expended in new 
work and $133,757.01 in maintenance. 

Local cooperation. —Special conditions of local cooperation have 
been imposed by law, as follows: The river and harbor act approved 
July 27, 1916, provided that the city of Vermilion, or county of Clay, 
S. Dak., or other agencies, shall contribute in money, labor, or mate¬ 
rials, an amount equal to 33J per cent of the amount appropriated 
by said act ($75,000) for bank-revetment work or other improvement 
at or near said city. 

Upon request of the interests concerned authority was granted for local coop¬ 
eration as follows: 

Williston, N. Dak. —Left bank, mile 1720. August 13, 1908, the Chief of Engi¬ 
neers authorized bank protection at Williston in cooperation with the Great 
Northern Railway Co., the city, and the United States Reclamation Service. 
The work was complete March 17, 1910, at a total cost of $63,910.69, of which 
$42,962.63 was contributed in materials and freight charges. 

Sioux Point, S. Dak. —Left bank, mile 811. June 14, 1911, the Chief of Engi¬ 
neers authorized bank protection above Sioux City, Iowa, in cooperation with 
local interests. The work was completed in 1912, at a total cost of $60,013* of 
which local interests contributed $15,342 and certain materials (value not 
known). 

Fort Pierre , <8. Dak. —Right bank, mile 1173. On May 12, 1913, a revetment 
was completed at Fort Pierre under subproject approved January 14, 1913, and 
repairs were made in 1914.» Toward the construction of this revetment the 
Chicago & Northwestern Railroad Co. contributed about $3,787 in freight 
charges. 

Mandan, N. Dak. —Right bank, mile 1,453. On March 12, 1914, the Chief of 
Engineers approved bank projection at Mandan in cooperation with the North¬ 
ern Pacific Railway Co. The work was completed September 23, 1914, at a 
total cost of $39,228, of which the Northern Pacific Railway Co. contributed 
about $24,080 in freight charges and materials. 

In addition to the items above enumerated, there has been a large 
amount of work done on this section of the river by private interests 
without any cooperation on the part of the Government. 

Effect of improvement. —Improvement has not resulted in bring¬ 
ing water transportation into competition with the railroads, 
although it has benefited commercial boats handling the commodi¬ 
ties of territory without rail facilities and adjacent to the river. 

Proposed operations. —With the funds available July 1, 1916, it 
is proposed to carry on the work as follows: 


Operation and repairs of snag boats Mandan and McPherson -$10, 465. 68 

Erection of coal sheds--- 4, 000. 00 

Care and repair of plant- 2, 000. 00 

Superintendence and office expenses- 4, 000. 00 


Total_ 20, 465. 68 








452 


RIVER AND HARBOR APPROPRIATION BILL. 


The funds available will provide for operation of snag boats until 
about November 1, 1916. 

The river and harbor act of July 27, 1916, carried an appropria¬ 
tion of $125,000 for this improvement, and an appropriation of 
$75,000 for work near Vermilion, S. Dak., contingent on local 
authorities contributing an amount equal to 33J per cent of the latter 
sum, thus making a total of $225,000, including the local contribution 
when made. It is proposed to expend these funds as follows: 


Operation and repair of snag boats Mandan and McPhe^on _$30, 000 

Elk Point revetment, repairs- * - 60, 000 

Pierre revetment, repairs_ _ __ T _ 2, 500 

Mandan revetment, repairs_ 1, 000 

Emergency and miscellaneous work__ 31, 500 

Bank revetment at Vermilion, S. Dak_ 100, 000 


Total_ 225,000 

It is proposed to carry on the w r ork with the funds estimated as 
necessary for the fiscal year ending June 30, 1918, as follows: 

Maintenance of existing works_$40, 000 

Superintendence and office expenses_ 4. 000 

Care and repair of plant_-- 6, 000 


Total_ 50, 000 

Commercial statistics .—Most of the commerce was between North 
Dakota and South Dakota territory near the river and without rail¬ 
road connections, and the ports of Williston, Washburn, and Bis¬ 
marck in the former State and Chamberlain and Running Water 
in the latter, the chief commodities being grain, manufactured 
articles, building materials, and coal. The following table gives a 
comparative statement of commerce for the calendar years indicated: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

5. 

40,081 

20,913 

17,976 

$2,973,758.76 

924,685.00 

642,090.00 

1. 




Amount expended on all projects from Aug. 14, 1876, to June 30, 


1916: 

New work_$2, 894, 913. 32 

Maintenance___ 350,162. 75 


Total_ 3, 245, 076. 07 


Balance available for fiscal year ending June 30, 1917_ 220, 465. 68 

Amount (estimated) required to be appropriated for completion 

of existing project--- Indefinite. 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement__ 50, 000. 00 


MISSOURI RIVER AT ST. JOSEPH, MO. 

Report of the Board of Engineers for Rivers and Harbors, printed 
in Rivers and Harbors Committee Document No. 5, Sixty-second 
Congress, second session: 

In its report of March 16, 1908, published as House Document No. 824, 
Sixtieth Congress, first session, referred to in the resolution, the board dis¬ 
cussed the question of the necessity of continuing the improvement of the Mis- 




































RIVER AND HARBOR APPROPRIATION BILL. 


453 


souri River at St. Joseph, Mo., to prevent a diversion of the waters of said 
ri\ei tin ough Lake Contrary, and after describing the conditions existing it 
the opinion that such work was advisable at an estimated cost of 
$lo0,000, provided local interests contribute one-half that sum, this proviso 
being based on the apparent benefits which would accrue to the locality. In 
its report of February 28, 1910, on this same subject, the board adhered to its 
opinion that the improvement was advisable, and also in the belief that inter¬ 
ested parties should bear one-lialf the cost. 

To aid it in its present investigations, the board requested and has received 
a report from the local officer setting forth present conditions, which is for¬ 
warded herewith. It appears from this report that the caving of the bank has 
continued and that the neck is now 70 feet narrower than at the time of the 
last report. More extensive caving has taken place in the bend, above and 
below. 

The act of June 25, 1910, appropriated $75,000 for the work, to be expended 
on condition that local interests furnish an equal amount. Up to the present 
time this cooperation has not been obtained, and the district officer states that 
it is impracticable to secure it. He believes that if no work is done and the 
river is permitted to enter the lake, it will eventually cost a great deal more 
than at the present time. The division engineer states that the principal inter¬ 
est of the United States consists in preventing the river from breaking into 
Lake Contrary, and he recommends that the restriction on the expenditure of 
the appropriation of $75,000 be removed, and that the funds be expended in 
revetting the bank below a point one to two thousand feet above “ B ” on the 
map. He states that this will accomplish that part of the work in which the 
United States is particularly interested, and without additional Federal ex¬ 
pense. 

While the point referred to by the division engineer has held for several 
years, it can not be expected to do so indefinitely if the bank is permitted to 
continue caving above. It is no doubt composed of some tough material, which 
has been able to withstand the attack of the river up to the present time, but 
the force against it will increase as the bank recedes, and any work started 
there would probably be flanked. Experience indicates that it is not advisable 
to start revetment on the Missouri River in the middle of a bend. 

All reports on this subject recognize the justice and propriety of local coop¬ 
eration in view of the apparent benefits that the improvement would confer 
upon riparian owners, upon the railroad and trolley line connecting Lake 
Contrary with the city of St. Joe, and upon the city of St. Joe and the com¬ 
munity at large in the preservation of Lake Contrary as a pleasure and health 
resort. It appears that it is impracticable to secure this local cooperation, 
and the question presented is whether it is advisable for the United States to 
do the work entirely at its own expense in the interests solely of navigation. 
There is at present little or no through commerce on the Missouri River, and 
the improvement would result in no direct or immediate benefits to navigation. 
If the general scheme of improvement adopted for the river below Kansas City 
were extended to St. Joe, the improvement would be of advantage to prospec¬ 
tive commerce and would be a logical part of such improvement, and benefits 
of a substantial nature would result. As an independent or isolated work, the 
benefits would be indirect and hard to trace and their extent doubtful. It is 
impossible to predict with any certainty the effect of the river cutting into the 
lake. It might result in a material local disturbance of the regimen of the 
river for some years, but this is not certain, and the result may be simply a 
gradual wearing away of the bank as in recent years and a drainage of the 
lake. It is by no means certain that the river would then take a course through 
the several lakes below Contrary. If it did not, the damage done would not 
exceed that liable to occur in any one of the caving bends on the Missouri 
River, except in so far as local interests are affected by virtue of their greater 
value. In view, however, of the doubt existing as to the actual injury to 
navigation that might follow the further erosion of the bank and the belief 
that some benefit, even though indirect, would result, the board has twice 
reported that it thought the United States would be justified in expending 
$75,000 toward the project estimated to cost $150,000, provided the balance 
was contributed by the local interests to be benefited. It does not believe that 
general commerce and navigation would be sufficiently benefited to warrant 
the expenditure of $150,000 on this improvement, and therefore must adhere 
to its former recommendation that the improvement is advisable only on con¬ 
dition that other interests than those of the General Government contribute 
one-half the cost. 


454 


RIVER AXD HARBOR APPROPRIATION BILL. 


The river and harbor act approved June 27, 1916, contained the 
following provision: 

Missouri River: For improvement and maintenance from Kansas City to 
Sioux City, $50,000, of which amount at least $25,000 may be expended for 
such bank revetment as in the judgment of the Chief of Engineers may be in 
the interest of navigation; continuing improvement and for maintenance from 
Sioux City to Fort Benton, $125,000, of which amount at least $50,000 may be 
expended for such bank revetment as in the judgment of the Chief of Engineers 
may be in the interest of navigation; in all, $175,000. 

Amount (estimated) required to be appropriated for completion of 
existing project_$25, 000 


SAN DIEGO HARBOR, CAL. 

Location and description .—San Diego Harbor is just north of the 
United States-Mexican boundary, 102 miles southeast of Los Angeles 
Harbor and 555 miles southeast of San Francisco Harbor. The 
harbor is a natural basin separated from the ocean bv a sand spit 
about 10 miles long. 

The present complete plan of improvement is as follows: 

(a) The construction of an earthen dike to divert San Diego River 
from San Diego Bay to False Bay. 

( b ) The construction of a rubble-mound jetty 7,500 feet long along 
Zuninga Shoal. 

( c ) Dredging a channel through the outer bar 570 feet wide and 
35 feet deep at mean lower low water, and a channel through the 
middle ground 32 feet deep at mean lower low water, diverging from 
a minimum w T idth of 900 feet. 

(d) Widening the approach to the San Diego municipal pier out¬ 
side of pierhead lines by dredging to a depth of 32 feet at mean lower 
low water an area 480 feet wide, northerly of the approach dredged 
by the city, and maintaining that portion of the latter outside of 
pierhead lines at the same depth, subject to the condition precedent 
that the city shall donate to the United States Government 500 acres 
of tidelands known as Dutch Flats. 

The average height of all high waters above the plane of reference 
is 4.9 feet. For latest published map, see page 3324, Annual Report 
for 1915. 

Condition at the end of fiscal year .—The dike for the diversion of 
the San Diego River, which is 7,735 feet long and faced on the river 
side with rubblestone, was completed in 1876 at a cost of $79,798.72. 
Repairs to this dike made with later appropriations have brought 
this cost up to $87,318.89. Some repairs have also been made by the 
city of San Diego. A rubblestone jetty 7,500 feet long has been 
built on Zuninga Shoal. Dredging of the outer bar and middle- 
ground channels to depths of 35 and 32 feet, respectively, was com¬ 
pleted during the fiscal year, providing the increased widths and 
depths provided for in the project. From information received from 
the local harbor master, the least depth of water at mean lower low 
water found by soundings taken at the end of the fiscal year were 
30 feet in the middle-ground channel and not less than the project 
depth of 35 feet in the outer-bar channel. The San Diego River 
Dike must be strengthened to guarantee its stability. Its failure 
would have most serious consequences to the harbor. The total ex- 



RIVER AND HARBOR APPROPRIATION BILL. 455 

penditure under the existing project is $826,643.17 for new work and 
$68,335.32 for maintenance, a total of $894,978.49. 

Local cooperation. —The recent modification of the project is con¬ 
tingent upon the donation of 500 acres of tideland, known as Dutch 
Flats, to the United States Government. The city of San Diego has 
built a concrete pier 800 feet long with warehouse 735 feet long and 
72.5 feet wide. It has also built a reinforced concrete bulkhead 2,675 
feet long and a temporary bulkhead 6,800 feet long. It has dredged 
about 1,876,558 cubic yards in excavating a channel 32 feet deep from 
the main channel to the pierhead line and 35 feet deep on each side 
of the pier. This work has been done at a cost of $1,400,000. 

Effect of improvement .—The improvement has rendered the harbor 
available to modern steamships of the greatest draft ordinarily used 
on the Pacific Ocean, and has afforded the region the benefits of ocean 
commerce. The harbor in its natural condition could not be used by 
such vessels. 

Proposed operations. —So much of the available funds as is neces¬ 
sary for that purpose will be used to strengthen and repair the dike 
which diverts the San Diego River into False Bay. It is estimated 
that approximately $24,000, exclusive of the recent conditional ap¬ 
propriation, will remain available after the completion of this work. 
Contingent upon the specified donation of land, dredging of the area 
of approach to the municipal pier will be begun. It is expected that 
the work will be completed with the funds appropriated. With the 
balance remaining available after the completion of the repair of 
the dike, and with the funds furnished in the estimate submitted in 
this report, it is proposed to restore the middle-ground channel to 
its project dimensions if, and when, shoaling therein progresses to 
such extent as to hamper commerce. The time when such work may 
become necessary and the amount of dredging required can not be 
forecast with certainty, but it is believed probable that the work will 
be necessary prior to the end of the fiscal year 1918, and that it will 
require the following operations: 


Dredging, 200,000 cubic yards, at 20 cents-$40, 000 

Administration, superintendence, and contingencies_ 4, 000 

Total___ 44, 000 


This work wfill necessitate the appropriation of $20,000 in addition 
to the funds now on hand. Local conditions are such that the work, 
if required, can not be economically executed in part, but demand 
that it be done under one contract. 

Commercial statistics. —The commerce consists principally of lum¬ 
ber, crude oil, and general merchandise. 

Gom pa rative statement. 


Calendar year. 

Short tons. 

Value. 


631,022 

654,087 

$55,840,124 

60,184,675 

55,302,880 



550,848 



All commerce entering the harbor is affected by the improvement. 
The usual limits of draft are about 23 feet for loaded lumber vessels, 















456 


RIVER AND HARBOR APPROPRIATION BILL. 


28 feet for oil-carrying vessels, and 30 feet for foreign and inter¬ 
ocean commerce. No new lines of transportation have been estab¬ 
lished during the year. The American-Hawaiian, Luckenbach, and 
Great Northern Lines have temporarily suspended their operations 
on account of the abnormal conditions in ocean shipping. 

Amount expended on all projects from Aug. 30, 1852, to June 30. 


1916: 

New work_ $981, 346. 85 

Maintenance_1_ 68, 335. 32 


Total_ 1,049,682.17 

Balance available for fiscal year ending June 30, 1917_ 254, 433. 33 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 20. 000. 00 


SAN DIEGO HARBOR, CAL.-NEW PROJECT. 

Report of the Chief of Engineers, printed in Rivers and Harbors 
Committee Document 8, Sixty-fourth Congress, second session: 

Referring to letter of December 15, inclosing a resolution of the Committee 
on Rivers and Harbors of the House of Representatives, dated December 14, 
1916, requesting the Board of Engineers for Rivers and Harbors to examine 
and review the report on preliminary examination and survey of San Diego 
Harbor, Cal., printed in House Document No. 646, Sixty-fourth Congress, first 
session, and report whether the present conditions are such as to justify the 
modification of said project to include area A, I have the honor to inclose here¬ 
with the report of the board, dated January 9, 1917, in response thereto. 

At the time of the board’s former report the dredging of area A was not 
considered advisable, largely because the city was not then prepared to take 
up the construction of an additional pier at this locality. As it appears that 
business interests are now prepared to carry out their part of the general plan, 
the board is of opinion that the project recommended in its report of January 
19, 1916, should be modified to include the dredging of area A to a depth of 32 
feet, at an estimated cost of $85,000, provided that the work shall not be under¬ 
taken until assurances satisfactory to the Secretary of War are given that the 
construction of a commercial pier adapted to economical handling of inter¬ 
state and foreign commerce will be completed at this locality within a reason¬ 
able time. 

After due consideration of the information available, I concur in the opinion 
that the present conditions are such as to justify the modification of said 
project to include the deepening of area A at an estimated cost of $85,000. 

LOS ANGELES HARBOR, CAL. 

Location and description .—Los Angeles Harbor is 453 miles south¬ 
east of San Francisco Harbor and 102 miles northwest of San Diego 
Harbor. The harbor consists of two parts, the outer, or breakwater, 
harbor (formerly known as San Pedro Harbor) and the inner har¬ 
bor, formed by the construction of jetties and by dredging (formerly 
known as Wilmington Harbor). 

The present complete plan of improvement is as follows: 

Outer harbor: (a) The construction of a breakwater easterly from 
Point Fermin. (b) Dredging to a depth of 35 feet at mean lower 
low water an area of irregular shape about 2,300 feet long, with an 
average width of about 1,200 feet, lying between the 35-foot contour 
and the pierhead line west of the inner harbor entrance. 

Inner harbor: ( c ) Dredging to a depth of 30 feet at mean lower 
low water a channel 400 feet wide from the outer harbor up to the 








RIVER AND HARBOR APPROPRIATION BILL. 


457 


lower end of the wharves, for full width between wharves, up to and 
including the turning basin 1,600 feet in diameter, a distance of 
16,000 feet. ( d ) Dredging two channels 200 feet wide and 20 feet 
deep from the turning basin into the east and west basins, with 
lengths of 9,000 and 5,600 feet, respectively. ( e) The construction 
of a diversion dam and channel for the protection of Los Angeles 
and Long Beach Harbors. 

No further modifications have been made in them. 

For latest published map see page 3326, Annual Report for 1915. 
The average rise of tide above the plane of reference is 5.1 feet. 

Condition at end of -fiscal year. —Outer harbor: The breakwater 
has been completed. Its total length is 11,152.5 feet. Dredging the 
project area to a depth of 35 feet as mean lower low water has been 
completed, except for a strip on its southwesterly side about 1,300 
feet long, averaging about 75 feet wide, and containing about 26,000 
cubic yards. This additional dredgings is not regarded as urgent. 
This part of the project is 98 per cent completed. The total amount 
expended for new work is $3,366,039.06, and for maintenance 
$15,259.23, a total of $3,381,298.29. 

Inner harbor: (c) The original 30-foot project was completed 
December 14, 1914, except a stretch of about one-half mile near Res¬ 
ervation Point (Deadmans Island), where there remained about 
75,000 cubic yards of silt to be dredged. An additional 420,000 yards 
of silt was deposited in this portion of the harbor during January, 
1916. The controlling depth is 29 feet at mean lower low water. 

(d) This part of the project is 96 per cent completed. The silt 
has been dredged from the easterly end of the east basin channel. 
The westerly end of this channel was dredged to a depth of 30 feet 
by the city of Los Angeles. The west basin channel is completed 
to full project depth and width except for 2,450 feet at its northerly 
end, where it is only 150 feet wide. The controlling depth at mean 
lower low water in the southwesterly half of the east basin channel 
is 24 feet, in the northeasterly half it is 2 feet, and in the west basin 
channel it is 20 feet. 

(e) The conditional appropriation was made after the close of 
the fiscal year. 

The amount expended for new work is $755,634.54 and for main¬ 
tenance $125,095.84, making a total of $880,730.38. The amount ex¬ 
pended for the outer and inner harbors is $4,121,673.60 for new w T ork 
and $140,355.07 for maintenance, a total of $4,262,028.67. 

Local cooperation. —The portions of the project designated ( a ), 
(5), ( c ), and (d) were adopted without conditions of local coopera¬ 
tion. The portion (e) for the diversion of silt was adopted with the 
proviso that before any work is undertaken by the United States 
assurances satisfactory to the Secretary of War shall be given that 
the city or county of Los Angeles or other agencies will provide the 
right of way, defray the cost of necessary roads and bridges, adjust 
all damage claims, and maintain the improvement after its comple¬ 
tion. In the outer harbor the Outer Harbor Dock & Wharf Co. has 
dredged to 30-foot depth at mean lower low water the westerly side 
of the east channel, and in the west channel over a width of 600 feet 
at its northerly end and 400 feet at its southerly end (cost unknown). 
The city of Los Angeles has deepened the entire east channel to 35 


458 


RIVER AND HARBOR APPROPRIATION BILL. 


feet at mean lower low water and has dredged 150 feet wide and 35 
feet deep southerly therefrom to the 35-foot contour, has bulkheaded 
and reclaimed 79 acres of land, and has constructed thereon a con¬ 
crete wharf 2,920 feet long. It has constructed about 2,000 feet of 
rubble mound breakwater, inclosing an area of about 50 acres, which 
has been dredged to a depth of 10 feet at mean lower low water for 
the use of fishing boats, and it has constructed therein 1,600 feet of 
wharf along the northerly side. It has widened the entrance channel 
opposite Reservation Point to 550 feet by dredging to 35-foot depth. 
It has dredged the greater portion of Mormon Island Channel to 
30-foot depth and has constructed a wharf thereon 2,050 feet long. 
It has dredged to 30-foot depth a channel from the turning basin 
up to and including the Wilmington Basin and constructed 1,000 
feet of wharves in Wilmington Basin. It has also constructed bulk¬ 
heads, transit sheds, warehouses, and roads leading to wharves and 
has reclaimed large areas of land. This work was done at a cost of 
$5,030,805. The Southern Pacific Co. has dredged a slip 1,840 feet 
long, 250 feet wide, and 30 feet deep, at a cost of $161,123. The 
Pacific Wharf & Storage Co. has dredged a slip 2,450 feet long, 250 
feet wdde, and 30 feet deep, at a cost of $91,300. The San Pedro, 
Los Angeles & Salt Lake Railroad Co. has dredged a channel 2,400 
feet long, 60 to 100 feet wide, and 20 feet deep in the east basin, 
and has done other dredging in front of its wharves, at a cost of 
$74,911. The Banning Co. has bulkheaded and reclaimed, by dredg¬ 
ing in the channels, about 125 acres of land at a cost of about $200,000. 
The Consolidated Lumber Co. has dredged a channel 8,500 feet long 
in the east basin, and in extension thereof, at a cost of $199,928. All 
channels dredged are open for the free use of the public. 

Effect of improvement .—Foreign commerce has developed, and 
large vessels deliver freight at this port where formerly it was de¬ 
livered elsewhere for transshipment to this locality. Twelve years 
ago lumber formed 95 per cent of the commerce; last year it was but 
35 per cent. The volume of the commerce in 12 3 ^ears has increased 
153 per cent. 

Proposed operations .—No work is contemplated in the outer har¬ 
bor. So much of the available funds as is necessary for the purpose 
will be used to restore the east basin channel to its project dimensions, 
under the contract entered into. The Government dredge San Pedro , 
now laid up, will be cared for, and inspections necessary for the en¬ 
forcement of the laws for the protection and preservation of navi¬ 
gable waters made. If no further dredging operations are required 
through the deposit of silt in the harbor, the funds in hand are suffi¬ 
cient to meet all needs to the close of the fiscal year 1918. 

The appropriation of $75,000 for the maintenance of the harbor 
carried in the river and harbor act of July 27, 1916, w T ill be held to 
meet the probable contingency of the shoaling of the harbor through 
a flood during the rainy season of the winter, 1916-17. The amount 
of dredging necessary to remove this shoaling can not be certainly 
forecast. The estimate is based on the following work: 


Dredging 1,000,000 cubic yards, at 7 cents__$70, 000 

Administration, superintendence, and contingencies_ 5, 000 

Total- 75, 000 






RIVER AND HARBOR APPROPRIATION BILL. 


459 


On two occasions during recent years the winter floods have de¬ 
posited silt which required at least the amount of dredging here esti¬ 
mated for the preservation of commerce of the harbor. 

Negotiations with local authorities will be begun to obtain the 
necessary rights of way and assurances that local interests will de¬ 
fray the cost of necessary roads and bridges, adjust all damage claims, 
and maintain the improvement after its completion. Surveys and 
plans will be made and contract or contracts for beginning the work 
will be let. The proceeding is not sufficiently advanced to state defi¬ 
nitely where or when construction work will begin, and, therefore, no 
estimate for the fiscal year 1918 is submitted. 

The funds to be furnished under the estimate of $75,000 submitted 
in this report are to meet the contingency of the shoaling of the har¬ 
bor by a second flood during the rainy season of the winter of 1917- 
18. Until such time as the Los Angeles River is diverted from the 
harbor the contingency of extensive shoaling must be faced during 
each rainy season. 

Commercial statistics .—The commerce consists principally of lum¬ 
ber, crude oil, and general merchandise. The new lines established 
are the California South Sea Navigation Co., the Gulf Mail Steam¬ 
ship Co., and the San Diego-Ensenada Line. Numerous ships of 
other companies have made this a port for occasional calls. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

1,727,876 

1,734,752 

1,948,034 

$94,266,762 

76,696,764 

88,651,408 

1914. 

1915. 



Amount expended on all projects from Mar. 3, 1871, to June 30, 


1916: 

New work_$5, 751,119. 37 

Maintenance_ 140, 355. 07 


Total__ 5, 891, 474. 44 


Balance available for fiscal year ending June 30, 1917_ 613, 358. 61 

Amount (estimated) required to be appropriated for completion 

of existing project_ 615, 800. 00 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 25, 000. 00 


LOS ANGELES HARBOR, CAL.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
896, Sixty-third Congress, second session: 

The outer harbor of Los Angeles, formerly known as San Pedro Harbor, has 
been under improvement by the United States since 1896, while the inner har¬ 
bor, formerly known as Wilmington Harbor, has been under improvement 
since 1871. On account of the consolidation of the cities of San Pedro and 
Wilmington with Los Angeles on August 12, 1909, later appropriations for 
these works have been made under the name of Los Angeles Harbor. A 
breakwater 9,265.5 feet long has been constructed in the outer harbor, and 
under the existing project, adopted by the river and harbor act approved 
July 25, 1912, dredging is in progress to secure a depth of 35 feet in the area 
lying between the 35-foot contour in the bay and the pierhead line at the outer 




















460 


RIVER AND HARBOR APPROPRIATION BILL. 


end of the property of the Outer Harbor Dock & Wharf Co. and at the outer 
end of that part of the city’s property which lies just west of the inner har¬ 
bor entrance. The existing projects for the inner harbor provide for dredging 
to 30-foot depth at mean lower low water from the entrance lip to and includ¬ 
ing the turning basin, and dredging two channels, 200 feet wide and 20 feet 
deep, from the turning basin into the east and west basins. In view of the 
large development of commerce in the past, the increasing population of south¬ 
ern California, and the building of the Panama Canal, the district officer be¬ 
lieves that the commerce of Los Angeles will continue to increase and that 
ships of greater draft will desire to use the harbor. He expresses the opinion 
that the locality is worthy of further improvement to the extent covered by 


the following estimates : • 

(a) Dredging west end of harbor to 35 feet_ $183, 000 

( b ) Reclaiming land near Deadmans Island_ 293,000 

(c) Constructing breakwater on east side of outer harbor_ 410,000 

(d) Widening inner harbor channel_ 277,000 

(c) Dredging channel 300 feet wide and 30 feet deep between the 

turning basin and entrance to Wilmington Basin_ 175, 000 


Total_ 1, 338, 000 


The total cost of the proposed east breakwater is estimated at $639,000, but 
the cost to the United States would be reduced to about $410,000, as shown in 
item (c) above, by the contribution of the remainder by local interests. 

The division engineer concurs in general with the views of the district offi¬ 
cer regarding the advisability of improvement, though differing from him 
regarding certain features of the proposed work. 

The Board of Engineers for Rivers and Harbors, for reasons fully explained, 
is of opinion that the only additional improvement now justified at Los 
Angeles Harbor is the widening of the inner entrance channel north of 
station 290, increasing from 750 feet at this point to 1,000 feet at station 294, 
and continuing thence 1,000 feet wide to the turning basin, for which improve¬ 
ment the district officer has submitted an estimate amounting to $626,000. 
This work is recommended by the board provided that the local interests shall 
furnish the land needed for the proposed widening and clear the way for 
dredging without expense to the United States. 

After due consideration of the above-mentioned reports, I concur with the 
views of the Board of Engineers for Rivers and Harbors, and therefore report 
that the further improvement by the United States of Los Angeles Harbor is 
deemed advisable to the extent of widening the inner entrance channel to 750 
feet at station 290, thence increasing to 1,000 feet at station 294, and con¬ 
tinuing with this width to the turning basin, at an estimated cost of $626,000, 
provided that the United States shall incur no expense for the land required 
nor for removal of present wharves. The first appropriation should be 
$200,000, with contract authorization for the remainder, with a view to the 
completion of the work in three years. No expenditure for maintenance need 
be anticipated. 

OAKLAND HARBOIT, CAL. 

Location and description .—This harbor is on the eastern shore of 
San Francisco Bay, Cal., opposite the center of the city of San 
Francisco. This harbor is formed by a tidal estuary about 500 feet 
wide and about 7 miles long, with a natural tidal basin at the upper 
end. 

Existing project .—The existing project, which was adopted by 
the river and harbor act of June 25, 1910, contemplates a channel 500 
feet wide and 30 feet deep at mean lower low water from deep water 
in San Francisco Bay through Oakland Estuary to Brooklyn Basin, 
a distance of about 5 miles, 300 feet wide and 25 feet deep around 
said basin, and 18 feet deep through the Oakland Tidal Canal to San 
Leandro Bay, a farther distance of 4f miles. By special stipulation 
this act provides for putting three highway drawbridges across the 
tidal canal in condition for operation of draws and transferring them 








RIVER AND HARBOR APPROPRIATION BILL. 


461 


to local authorities for maintenance and operation. These bridges 
were built under a prior project and were maintained as fixed bridges 
out of the general appropriation, but were not operated as draw¬ 
bridges. The tidal range is 4.8 feet. The total length of the section 
included in the project is 9§ miles. The approved estimate of cost 
of the new work was $1,100,000, with $25,000 annually for mainte¬ 
nance. (See H. Doc. No. 647, 61st Cong., 2d sess.) The latest pub¬ 
lished map may be found in the Annual Report for 1911, page 2556. 

Condition at the end of fiscal year. —Originally two parallel high 
stone jetties were built across the shoal at the entrance; dredging 
was done to increase the tidal prism in Brooklyn Basin; a canal 
was excavated to connect the harbor with San Leandro Bay to make 
it serve as an auxiliary tidal basin; and two highway bridges and 
a railroad bridge were built across the canal. Dredging to deepen 
and widen the channel was commenced in 1874, and has been con¬ 
tinued ever since, with but few interruptions. There has been com¬ 
pleted a channel from 300 feet to 500 feet wide and 30 feet deep 
from deep water in San Francisco Bay to the tidal basin, a distance of 
4f miles; a channel from 200 to 300 feet wide and 25 feet deep 
around the tidal basin; a channel 250 feet wide and 18 feet deep in 
the tidal canal up to the Park Street Bridge, and 300 feet wide and 
10 feet deep thence to San Leandro Bay, a total distance of ,9-J miles. 
To complete the project there remains the widening of the main 
channel to 500 feet and depth of 30 feet, widening the channels 
around the tidal basin to 300 feet and depth of 25 feet, and the com¬ 
pletion of a channel 300 feet wide and 18 feet deep through the tidal 
canal, involving a further excavation of about 2,463,000 cubic yards. 
The controlling depths at the end of the fiscal year were 24.5 feet up 
to the tidal basin, 19.5 feet around the tidal basin, and 18 feet in 
the tidal canal up to the Park Street Bridge and 10 feet thence to 
San Leandro Bay. The total expenditures under the existing project 
ilp to the end of the fiscal year were $665,743.56 for new work and 
$264,500 for maintenance, a total of $930,243.56. The project is 
about 75.35 per cent completed at the end of the fiscal year. The 
three drawbridges across the tidal canal were put in condition for 
the operation of their draws by electrical machinery, and they have 
been transferred to local authorities, under a revocable license, for 
maintenance and operation. This work was completed in the fiscal 
year 1914. The jetties built under the original project are free from 
deterioration, due to careful construction and general absence of 
disturbing factors, and they need no maintenance. The tidal basin 
and tidal canal, constructed under the same project, are not main¬ 
tained for tidal scouring purposes, but have been converted into 
commercial waterways for the use of navigation. 

Local cooperation. —The present project was adopted without any 
conditions being imposed. The city of Oakland has constructed an 
efficient system of municipal wharves, at a total cost of over a million 
dollars, including dredging of approaches, and maintains a dredging 
plant on work in conjunction with the Government work. 

Effect of improvement.—-The improvement has provided adequate 
depth and width of channel for present commerce and has made it 
possible to ship and receive ocean freight without transferring across 
San Francisco Bay. 


462 


RIVER AND HARBOR APPROPRIATION BILL. 


Proposed operations .— (a) With the funds available the channel 
west of Webster Street drawbridge will be dredged by contract to 
a width of 500 feet and depth of 30 feet, so far as funds will permit. 
The expenditures will be distributed as follows: 

Dredging west of Webster Street drawbridge, 10 months, at $12,000 

per month_— $120, 000. 00 

Pro rata cost of operation of patrol boat Suisun, 15 months, at 

$366.66 per month_ 5,500.00 

Engineering expenses and contingencies_ 8, 315. 96 


Total_ 133, 815. 96 

All funds available will accordingly be exhausted by about Octo¬ 
ber 15, 1917. 

(b) With the funds contained in the accompanying estimate it is 
proposed to continue the above work until completed and then widen 
the channel west of Webster Street drawbridge, as required by the 
project. The expenditure of these funds will be distributed as fol¬ 
lows: 

New work: 1,200,000 cubic yards excavation at a rate of 100,000 cubic 

yards per month, at 16 cents per cubic yard, 12 months, at $16,000— $192, 000 
Maintenance: 

100,000 cubic yards excavation in conjunction with the above new 


work, at 16 cents per cubic yard_ 16, 000 

Pro rata cost of operation of patrol boat Suisun, 12 months, at 

$366.67 per month_ 4, 400 

Superintendence, inspection, and contingencies_ 18, 600 


Total_ 231, 000 

The deterioration at the end of the fiscal year amounts to shoaling 
in the previously dredged channels as follows: 

Cubic yards. 

Approach in San Francisco Bay_ 176, 700 

From San Francisco Bay to the tidal basin_ 1, 235, 650 

Within the tidal basin_ 427, 530 

Within the tidal canal___ 6,000 


Total__ 1, 845, 880 


Commercial statistics .—Of the total commerce reported, about 50 
per cent uses the Government improvement, of which 38 per cent 
pertains to the section between San Francisco Bay and Webster 
Street drawbridge; 4 per cent to the section between said drawbridge 
and the tidal basin; 3.3 per cent to the section around the tidal basin; 
and 4.7 per cent uses the section in the tidal canal. The commerce 
for the current year consisted of lumber, building materials, fuel 
oil, coal, automobiles, and general merchandise, and amounted to 
2,876,412 short tons, valued at $411,634,249. 

The tonnage for the last three years was as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

3,413,980 
2,608 402 

SI83 441 743 

1914. 

1QA 114 £Aq 

1915. 

2’876* 412 

J. u \), Ill, «X)o 

411,634,219 




























RIVER AND HARBOR APPROPRIATION BILL. 


463 


The marked increase in valuation is due to increase in value of au¬ 
tomobiles carried on ferries, general merchandise, and a few other 
items. 

Amount expended on all projects from June 24, 1S74, to June 30, 


1916: 

New work—.__$4,041,475.37 

Maintenance (for present project only)_ 309,716.12 


Total__ 4. 351,191. 49 


Balance available for fiscal year ending June 30, 1917_ 133,815.96 

Amount (estimated) required to be appropriated for completion 

of existing project_ 335, 000. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918: 

For works of improvement_ 192, 000. 00 

For maintenance of improvement_ 39, 000. 00 


Total_ 231, 000. 00 


RICHMOND HARBOR, CAL.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 515, 
Sixty-third Congress, second session: 

The city of Richmond lies on the eastern shore of the northern arm of San 
Francisco Bay, about 8 miles north of San Francisco. Adjacent to the southerly 
frontage of the city there is a wide flat area well suited to the establishment of 
manufacturing and industrial plants. The improvement desired by the locality 
is apparently covered by the project presented by the district officer, which pro¬ 
vides for an entrance channel 600 feet wide, a basin 1,800 feet wide in front of 
the area above referred to, and a channel 600 feet wide northerly to the mouth 
of Ellis Slough. The ultimate depth contemplated is 24 feet, but for the present 
it is proposed to provide this depth only in the entrance channel and a portion 
of the inner basin and 20 feet in the remainder of the basin and in branch chan¬ 
nel. The estimated cost of the work thus proposed is $1,757,000, including a 
training wall on the southerly side of the entrance channel and a dike on the 
southerly side of the basin. The estimated cost of providing a depth of 24 feet 
throughout is $1,975,000. At the time of the submission of the district officer’s 
report on the survey the plans of the city of Richmond contemplated the ex¬ 
penditure of about' $600,000 in construction of harbor works, a portion of 
which, it was thought, would be available for contribution to the United States 
to assist in the work of dredging. In that report the district officer, who is 
also division engineer, expressed the opinion that the locality is worthy of 
improvement by the United States in accordance with the plan outlined, con¬ 
tingent upon the expenditure or contribution of $600,000 for harbor purposes 
by the city of Richmond. In his supplemental report of January 20, 1913, he 
states that the plans of the city have been greatly extended and contemplate 
usiiw all of the funds which the city can raise under its bonding power, amount¬ 
ing to $1170,000, leaving to the United States the full cost of the work proposed 
by him. From a resolution passed by the council of the city of Richmond on 
November 25, 1913, however, it appears that the council will submit to the 
people of the city a proposition to raise, by bond issues, $75,000 per year for a 
period of five years as a special fund for dredging and improvement of the 

proposed harbor. ^ 

These reports have been referred, as required by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to its report herewith, 
dated December 30, 1913. At the request of the board a modified plan was pre¬ 
sented by the district officer in his supplemental report of December 20, 1913, 
covering the dredging of the entrance channel and the Ellis Slough Channel 600 
feet wide and 24 feet deep, and of a suitable turning basin of the same depth at 
Point Potrero, omitting the training wall along the entrance channel. The cost 
of this work is estimated at $771,000, and if some of the dredged material from 
the entrance channel were deposited on the south side of the channel to form 
















464 


RIVER AND HARBOR APPROPRIATION BILL. 


the basis of a training wall and the outer face covered with riprap stone the 
cost would be increased to $856,000. The board states that the plan now proposed 
would confer special benefits to the immediate vicinity, would add largely to the 
taxable property of the city, and would give value to the city land yet to be 
improved. For these reasons it believes that the locality should contribute 
toward the improvement not only by providing the necessary works upon the 
shore but also by contributing to the cost of dredging. The board believes that 
the United States would be justified in undertaking the improvement of the 
harbor under the modified project specified above, at an estimated cost of $856,- 
000, provided that one-half the estimated cost thereof be contributed by the 
locality. 

I concur with the views of the Board of Engineers for Rivers and Harbors, 
and therefore report that the improvement by the United States of Richmond 
Harbor, Cal., is deemed advisable to the extent of providing an entrance channel 
600 feet wide, protected by a training wall faced with riprap, a suitable turning 
basin at Point Potrero, and a channel thence to Ellis Slough, all to a depth of 
24 feet, at an estimated cost of $856,000, provided that local interests contribute 
one-half the cost of the work, and provided further, that the city of Richmond 
construct all bulkheads necessary to retain the dredged material and convey to 
the United States free of cost title to such lands required in the execution of 
the project as the Secretary of War may decide should be owned by the General 
Government. 

SAN PABLO BAY, CAL. 

Location and description. —This waterway is about 10 miles north¬ 
east of San Francisco Harbor. It is 12 miles long by 6 miles wide. 
The Governnlent improvement consists of a channel through it 5 
miles long, and a long dike built by the Navy Department to protect 
the channel. 

Existing project. —The existing project was adopted by the river 
and harbor act of February 27, 1911, and provides for dredging a 
channel in San Pablo Bay 27,000 feet long, 500 feet wide, and 30 
feet deep at mean louver low water, and also includes a Government 
dredge for maintenance. (See H. Doc. No. 1103, 60th Cong., 2d sess.) 
This document also includes additional work in Mare Island Strait, 
etc., at an estimated cost of $1,007,000, which is being carried out 
under the direction of the Navy Department. The total estimated 
cost of the War Department part of the project is $760,000, $510,000 
of which is for dredging under contract and $250,000 for the con¬ 
struction of a Government dredge for maintenance. The cost of 
maintenance is estimated at $100,000 per annum. The tidal range is 
5 feet. The object of the improvement is to permit the large volume 
of deep-water tonnage to reach the head of navigation and other 
ports on San Pablo Bay, and also to permit Navy vessels to reach 
Mare Island Navy Yard. The latest published map maj^ be found 
on page 3154 of the Annual Report for 1915. 

Condition at the end of the fiscal year. —Originally a channel 300 
feet wide and 30 feet was dredged across Pinole Shoal within the 
bay, the only obstruction to navigation. This was totally obliter¬ 
ated in a short time. Subsequently a new channel 500 feet wide 
and 30 feet deep, located more advantageously with relation to the 
currents was dredged. In addition the Navy Department built a 
sheet-pile dike 8,500 feet long off the southwest corner of Mare 
Island for the benefit of this channel, at a cost of $297,912.20. A sea¬ 
going hopper dredge, authorized by the approved* project for the 
maintenance of the channel, has been under construction and is now 
completed. The controlling depth at the end of the fiscal year is 24 
feet at mean lower low water. The original work of dredging was 


RIVER AND HARBOR APPROPRIATION BILL, 


465 


completed in the fiscal year 1914. The Government dredge for 
maintenance was completed in the fiscal year 1916. The dike off 
Mare Island, constructed by the Navy Department, was completed 
in the fiscal year 1912. The total expenditures under the existing 
project to the end of the fiscal year were $147,852.26 for new work 
and $11,060.45 for maintenance, a total of $758,912.71. The War 
Department portion of the project has been completed for less than 
the estimate, the amount of the saving being $50,000. 

Local cooperation. —The present project was adopted without any 
conditions being imposed. Local interests have expended about 
$450,000 on public docks, piers, and ferry slips, and about $90,000 in 
dredging approaches to those docks, etc. 

Effect of improvement. —The improvement has materially in¬ 
creased the commerce of San Pablo Bay points by making it possible 
for deep-draft ocean vessels to land direct at the desired destination. 
There is no opportunity for competition with the railroad rates, but 
the improvement has materially reduced the cost of shipping for this 
locality. The exact effect on freight rates has not been determined. 

Proposed operations.—{a) With the funds available it is proposed 
to operate the dredge San Pablo and the patrol boat Suisun by hired 
labor, as follows: 

Operation and repairs to dredge San Pablo, 15 months, at $8,000__ $120, 000. 00 
Pro rata cost of operation of patrol boat Suisun, 15 months, at 


$366.66_ 5, 500. 00 

Alterations and changes in dredge San Pablo _ 25, 000. 00 

Superintendence, office expenses, and contingencies_ 19, 096. 09 


Total_ 169, 596. 09 


The funds will be exhausted by September 30, 1917. 

Proposed operations .— (b) With the funds contained in the accom¬ 
panying estimate it is proposed to continue the above work by hired 
labor during the fiscal year 1918 as follows: 


Operation and repairs to dredge San Pablo, seven months, at $8,000_$56, 000 

Pro rata cost of operation of patrol boat Suisun, nine months, at 

$366.67 per month_*_ 3,300 

Superintendence, inspection, and contingencies- 8, 700 


Total_ 68, 000 


All of the above work will be for maintenance of the existing 
project. 

Commercial statistics. —There being 19 feet of water prior to im¬ 
provement only the deepest draft commerce is affected by the im¬ 
provement, and this amounts to about 60 per cent of the total. Prac¬ 
tically all of the commerce reported uses the improved section. The 
total commerce for the calendar year 1915 amounted to 4,293,517 
tons, valued at $103,795,779, and consisted of fuel oil, grain, sugar, 
lumber, etc. The total tonnage for the last three calendar years is 
as follows: 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 


3,464,379 

$110,373,436 


3,892,186 

115,044,008 


4,293,517 

103,795,779 




H. Kept. 1289, 64-2-30 






















466 


RIVER AND HARBOR APPROPRIATION BILL. 


The commerce for 1915 increased materially, due to natural devel¬ 
opment and the European war. The valuation is smaller, due to use 
of a lower schedule of values for commodities. 

Amount expended on all projects from June 13, 1902, to June 


30, 1916: 

New work_$1, 083, 017. 59 

Maintenance_ 11, 060. 45 


Total_ 1, 094, 078. 04 


Balance available for fiscal year ending June 30, 1917_ 169, 596. 09 

Amount that can be profitably expended in fiscal year ending 

June 30, 1918, for maintenance of improvement_ 68, 000. 00 


HUMBOLDT HARBOR AND BAY, CAL. 

REBUILDING JETTIES. 

Location and description. —This locality is 220 miles north of San 
Francisco and 325 miles south of the mouth of the Columbia River, 
Oreg. Humboldt Bay consists of two shallow basins, connected by 
a narrow channel about 5 miles long. The entrance to the bay from 
the ocean is at the junction of this channel with the southern basin. 
The bay is an indentation of the coast line; it has a length of 14 
miles and an extreme width of 3^ miles, with an average width of 
three-fourths of a mile. 

Existing project. —The existing project, adopted by the river and 
harbor act of June 25, 1910, provides for rebuilding the tw T o jetties 
at the entrance which were originally built under a prior project and 
worn down by storms and wave action. The object is to confine and 
direct the current so as to scour a channel about 500 feet wide and 30 
feet deep across the bar. The mean tidal range is 4.3 feet, with an 
extreme range of 11 feet, and there is no material difference in the 
tidal range at different points. The length of the jetty channel is 
If miles. The approved revised estimate of cost of original work is 
$1,737,400, with no approved estimate of cost of maintenance. (See 
H. Doc. No. 950, 60th Cong., 1st sess.) The latest published map 
may be found in the Annual Report for 1900, page 4246, but it does 
not pertain to the present project. 

Conditions at the end of fiscal year. —Originally two parallel jet¬ 
ties were built at the entrance, extending out to the 18-foot contour, 
a distance of about 5,000 feet from the shore. These jetties were 
beaten down by heavy seas and their effective outer ends practically 
obliterated. The reconstruction of these jetties on a much more sub¬ 
stantial scale was begun in 1911, and so far the south jetty has been 
completed and the north jetty extended a distance of 2,638 feet, or 
about five-eighths of its ultimate length, there being 4,220 linear feet 
of enrockment in the jetty. At the end of the fiscal year the ap¬ 
proved project was about 72 per cent completed. The work done on 
the south jetty has greatly improved the entrance channel, making 
it 7 feet deeper than in 1911 and straighter out to sea, and reducing 
the distance across the 30-foot shoal from 3,500 feet in 1911 to 600 
feet in June, 1916. During the last winter the shoals between the 
jetties increased to such an extent as to endanger the narrow 
channel to sea. It is expected that the completion of the north jetty 










RIVER AND HARBOR APPROPRIATION BILL. 


467 


will entirely remedy this obstruction. The controlling depth at the 
end of the year was 23 feet at mean lower low water. The expendi¬ 
tures under the existing project were $1,321,297.58 for new work 
and $224,694.26 for maintenance, making a total of $1,545,991.84. 

Effect of improvement .—The general result of this improvement 
has been to materially reduce freight rates, but, due to shortage of 
vessels incidental to the present European war, freight rates have in¬ 
creased during the past year almost 100 per cent on the chief items of 
freight. The development of commerce at this port has greatly 
stimulated railroad construction into the interior undeveloped ter¬ 
ritory commercially tributary to this waterway. 

Proposed operations .—With the funds available it is proposed to 
continue placing stone in the north jetty, obtaining the stone under 
contract and placing it by hired labor. The normal and most 
economical rate of delivery at this season of the year is about 1,000 
tons per day, with existing plant and equipment, and the cost aver¬ 
ages about $2 per ton placed in the jetty. 

The above work and also the necessary repair work to both jetties 
will be prosecuted at the normal summer rate until stormy weather 
sets in, when the rate of delivery will be cut down. Work will be 
continued at the reduced rate throughout the winter months, and 
upon the beginning of good weather in the spring the full rate of 
delivery will be resumed, viz: 


Nine months of full operations, at $45,000 per month_$405, 000 

Three months of reduced operations, at $15,000 per month_ 45, 000 

Total for 12 months_ 450, 000 


With the funds to be furnished under the estimate submitted it is 
proposed to continue work on the north jetty and to repair damages 
to both north and south jetties by storms, etc. 

Commercial statistics .—The total commerce of the locality is af¬ 
fected by the improvement, and all of the commerce uses the 
improved section. Lumber shipments furnish the bulk of the ton¬ 
nage, and they show a decrease of about 25 per cent from the 
previous year. This loss was due largely to the European war and 
partly to competition from the newly constructed railroad connect¬ 
ing with San Francisco. Besides lumber, the chief items of freight 
are general merchandise, fuel oil, and dairy products. 

Comparative s tatem ent. 


Calendar year. 

Short tons. 

Value. 


829,406 

818,458 

599,255 

$16,572,257 
37,596,294 

1914 . 


26,572,238 



Amount expended on all projects from 1884 to June 30, 1916: 

New work_$3, 500, 001. 72 

Maintenance_:_ 224, 694. 26 


Total_ 3, 724, 695. 98 


Balance available for fiscal year ending June 30, 1917- 454, 303. 22 

Amount (estimated) required to be appropriated for completion 

of existing project- 195, 700. 00 

























468 


RIVER AND HARBOR APPROPRIATION BILL. 


Amount that can be profitably expended in fiscal year ending 


June 30, 1918: 

For works of improvement_ 190, 500. 00 

For maintenance of improvement_ 180,500.00 


Total 


371, 000. 00 


CRESCENT CITY HARBOR, CAL.-NEW PROJECT. 

Report of the Chef of Engineers, printed in House Document 434, 
Sixty-fourth Congress, first session: 

Under authority of the act of February 27. 1911, a preliminary examination 
‘was made of Crescent City Harbor, and in the report thereon, printed in 
House Document No. 720, Sixty-second Congress, second session, it was recom¬ 
mended that a new investigation be authorized covering Crescent City Harbor 
and vicinity. The points in the vicinity of Crescent City which have been sug¬ 
gested as possible harbor locations are Point St. George (or Wooleyport), 
Preston Island, and Lakes Earl and Talawa. As a result of his investigations 
the district officer reaches the conclusion that the best natural harbor, and the 
one that could be most easily and economically improved and extended, is at 
Crescent City. It is well protected from all points north of west, but is open 
to the southwest. A plan of improvement is proposed by the district officer 
contemplating a breakwater extending from Battery Point to Fauntleroy Rock, 
and a jetty or sand barrier from Whaler Island to the high-water beach line, 
the entrance to be between Fauntleroy Rock and Whaler Island. The area 
protected would be 460 acres at high water, and 361 acres at mean lower 1ow t 
water, of which 239 acres have a depth of 12 feet or more, 148 acres a depth of 
18 feet or more, and 81 acres a depth of 24 feet or more at mean lower low 
water. The estimated cost of these structures is $1,828,750. Local interests 
have indicated their willingness to contribute toward the improvement the sum 
of $250,000, which appears to be the limit of their resources. 

The commerce now' existing at this locality is small and without improved 
transportation facilities w r ould no doubt remain so. There is no other harbor 
along this coast for a distance of 100 miles in either direction. The district 
officer, who is also the division engineer, states that the timber, mineral, and 
agricultural resources of northern California and southern Oregon are seeking 
an outlet at this point and the construction of a connecting railroad will, in 
all probability, follow 7 or accompany the creation of a harbor. He expresses the 
opinion that the locality is worthy of improvement by the United States to the 
extent indicated, at a total initial cost to the United States of $1,578,750 for 
construction, and a maintenance cost averaging $35,000 per year for four years, 
provided that an additional sum of $250,000 be contributed toward the work by 
local interests. 

These reports have been referred, as required by law 7 , to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to its report herewith, 
dated November 10, 1915. For the consideration of the board, additional esti¬ 
mates of cost were secured from the district officer, and are contained in his 
supplemental reports of May 15, 1915; July 14, 1915; and September 13, 1915. 
It is estimated that a harbor having a protected area of about 600 acres with 
depth not less than 24 feet would cost from $5,833,000 to $8,064,000. depending 
upon the type of construction, while a breakwater along the line A to C, indi¬ 
cated on the accompanying map, would cost $490,000. This latter breakwater 
would afford considerable protection and later form part of a greater project, 
if the commercial growth following its construction should indicate the need 
of increased facilities. The board believes that a safe harbor on this section 
of the coast w r ould be of material advantage to the existing commerce and w'ould 
encourage further development. It would also be of value to general naviga¬ 
tion on the north Pacific by affording a place of refuge for vessels in distress. 
As a commercial harbor, however, its success is dependent upon the existence 
of suitable connections with the tributary country, whose resources are ex¬ 
pected to form the basis of its future commerce. A railroad has been com¬ 
menced from Grants Pass, Oreg., to Orescent City, and conditioned upon the 
assurance that this railroad will be completed within a reasonable time, the 
board believes that it is advisable for the United States'to undertake the im¬ 
provement of Crescent City Harbor by the construction of a breakw T ater, at an 






RIVER AND HARBOR APPROPRIATION BILL. 


469 


estimated cost of $490,000, approximately as shown on the map by the line 
AC, with a possible extension approximately on the line CD, if funds will 
permit; provided that local interests shall contribute $100,000 toward the 
work, and shall furnish, free of cost to the United States, such land as may 
be required for the operations of the Government in connection with this project. 

After due consideration of the above-mentioned reports I concur in the 
views of the Board of Engineers for Rivers and Harbors, and therefore report 
that the improvement by the United States of Crescent City Harbor, Cal., is 
deemed advisable to the extent of constructing a breakwater approximately on 
the line AC indicated on accompanying map, at an estimated cost of $490,000, 
with a possible extension approximately on the line CD, if funds will permit; 
provided that before work is begun by the United States assurance shall be 
given, satisfactory to the Secretary of War, that the projected railroad between 
Crescent City, Cal., and Grants Pass, Oreg., will be completed within a reason¬ 
able time; and provided further, that local interests shall contribute $100,000 
toward the work, and shall furnish, free of cost to the United States, such 
land as may be required for the operations of the Government in connection 
with this project. 

MOKELUMNE RIVER, CAL. 

Location and description .—The Mokelumne River rises near the crest of the 
Sierra Nevadas and flows southwesterly 119 miles to the town of Woodbridge; 
thence northerly about 9 miles to the Galt-New Hope Bridge ;• thence northwest¬ 
erly, westerly, and southerly 8 miles by river to New Hope Landing, where it 
separates, afterwards reuniting below in a southerly direction 9 miles via 
North Fork and 14 miles via South Fork (forming Staten Island). The river 
then flows southerly 4 miles and empties into the San Joaquin 20 miles above 
the mouth of the latter at Suisun Bay, a total distance of 140 miles via North 
Fork or 145 miles via South Fork. The river lies generally about midway 
between the cities of Sacramento and Stockton. 

Existing project. —The existing project was adopted by river and harbor 
act of July 5, 1884. It has for its object to maintain a channel suitable to the 
needs of navigation by means of removal of snags and obstructions and occa¬ 
sional dredging of shoals. 

Conditions at the end of fiscal year. —No survey has been made, but it is be¬ 
lieved that there exist the governing depths tabulated above under existing 
project, reference to which is made to avoid extensive repetition here. The 
channel is believed to be free of obstructions to the head of navigation. Total 
expenditures to end of fiscal year are $30,797.49, of which $21,402.05 was for 
new work and $9,395.44 for maintenance. 

Local cooperation. —There are no local cooperative requirements of current 
interest, nor were there any at the time of adoption of the project. Two appro¬ 
priations of $2,500 each in river and harbor acts of 1892 and 1894 stipulated 
that none of the money appropriated should be spent until a private drainage 
canal near New Hope Landing “shall have been closed.” (Annual Report for 
1895, p. 3298, states that the condition was complied with.) About 1904 (An¬ 
nual Report, 1905, p. 2431) the State of California spent $10,000 and private 
parties claimed to have spent $40,000 on improvement. About 1910 (Annual 
Report, 1911. p. 2562) the State of California spent $22,782.39 on improvements. 
Some work was done about 1911 by private parties. (Annual Report, 1912, p. 
2781.) 

Effect of improvement. —The improvements have made possible regular sched¬ 
uled steamboat operation to the Galt-New Hope Bridge. The effect upon trans¬ 
portation costs could be stated only after such extended investigation as is im¬ 
practicable, but is presumably one of reduction. Development of the delta coun¬ 
try contiguous to the river is doubtless due considerably to improved transpor¬ 
tation conditions, as boats at present furnish the most practicable means of 
freight transportation. 

Proposed operations. —Funds available will be expended in removing shoals 
and snags as they appear, and will probably be expended in one short period of 
operations some time before June 30, 1917. No funds are, however, asked for, 
as it is not probable work thereafter will be required until there has been time 
for further appropriation estimate. 

Commercial statistics. —The commerce for the calendar year 1915 amounted to 
88,711 short tons, valued at $4,200,675, of which barley was about 24 per cent; 
beans, 5 per cent; potatoes, 38 per cent; other vegetables, 6 per cent; and gen¬ 
eral merchandise, 16 per cent. (See San Joaquin River commercial statistics.) 


470 


RIVER AND HARBOR APPROPRIATION BILL. 


Financial summary. 

Amount expended on all projects from July 5, 1884, to June 30, 1916: 


New work_,_$21, 402. 05 

Maintenance_ 9, 395. 44 


Total_ 30, 797. 49 

Balance available for fiscal year ending June 30, 1917_ 702. 51 


(See letter appended to item for Sacramento River containing supplemental 
estimate for this project.) 


PETALUMA CREEK, CAL.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 118, 
Sixty-third Congress, first session : 

The existing project for the improvement of Petaluma Creek provides for 
dredging a channel 6 feet deep and 50 feet wide from the mouth in San Pablo 
Bay, San Francisco Harbor (to which point boats drawing 8 feet can easily 
be brought at low water from the ocean), to McNears Canal, and 4 feet deep 
and 50 feet wide thence about 3,300 feet to the head of navigation at Petaluma, 
about 15 miles from the mouth of the creek. At the time of the adoption of 
this project the depth in the channel across the flats in San Pablo Bay was 
ample for the needs of commerce, but the district officer, who is also division 
engineer, states that this channel later became obliterated. A channel approxi¬ 
mately 150 feet wide and 8 feet deep at mean lower low water was dredged 
across the flats in 1912; but some shoaling has since taken place, and as the 
improved channel in Petaluma Creek will be of little value without the main¬ 
tenance of this approach channel the district officer recommends that the exist¬ 
ing project be so modified as to include the maintenance of a channel across 
the flats 100 feet wide and 8 feet deep at mean lower low water. The esti¬ 
mated cost of maintaining the existing project with this modification is $7,500 
per year. 

I concur in general with the views of the district officer and the Board of 
Engineers for Rivers and Harbors, and therefore, in carrying out the instruc¬ 
tions of Congress, I report as follows: That the improvement by the United 
States of Petaluma Creek, Cal., with a view to securing increased depth at the 
mouth in San Pablo Bay, is deemed advisable so far as to maintain an available 
chnnnel depth of 8 feet and a channel width of 100 feet across the flats at the 
mouth of the river, in connection with the maintenance of the existing project 
for improvement of Petaluma Creek, at a total estimated cost of $7,500 annually. 

NAPA RIVER, CAL.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 795, 
Sixty-third Congress, second session: 

Napa River extends from Mare Island Strait to and above the city of Napa 
and is navigable to said city, a distance of 18 miles. The existing project for 
the river is to maintain a channel 75 feet wide and 4 feet deep at mean lower low 
water and to remove trees, snags, logs, etc. In the prosecution of the work 
it has been found impracticable to limit the dredging on the bars to that depth 
with clamshell dredges, and owing to overdepth dredging, depths of 6 feet 
have generally been secured, which has permitted boats to load to a draft of 
5 feet or more. For these reasons the district officer, who is also division 
engineer, believes that a depth of 6 feet with 1 foot overuepth should be pro¬ 
vided in any cut-offs to be made by the United States. He states that there 
are four bends where cut-offs would be of value to navigation, the localities 
being designated as Jacks Bend, Spreckels Point, Car Bend, and Horseshoe Bend. 
The bottom widths proposed are 60 to 100 feet and the total estimated cost is, 
in round numbers, $43,000. He states that the necessary rights of way will 
be furnished by the city of Napa, and as these lands are improved and valuable, 
their cost constitutes a considerable contribution toward the expense of the 
proposed improvements. No further cooperation has been offered by local 
interests. He is of opinion that the locality is worthy of improvement to the 







RIVER AND HARBOR APPROPRIATION BILL. 


471 


extent and in the manner indicated, provided that the lands necessary for the 
cut-offs and for the dumping grounds are furnished free of cost to the United 
States. 

I concur with the views of the district officer and the Board of Engineers for 
Rivers and Harbors, and therefore report that the further improvement by the 
United States of Napa River, Cal., is deemed advisable to the extent of making 
four cut-offs, as shown on accompanying map, 6 feet deep at mean lower low 
water and with widths as proposed by the district officer, at a total estimated 
cost of $43,000, provided that no expense shall be incurred by the United States 
for acquiring any lands required for the purpose of this improvement. The 
first appropriation should be $20,000 for work on Jacks Bend, Spreckels Point, 
and Car Bend, the balance of $23,000 to be appropriated when the necessary 
right of way and dumping ground for the cut-off at Horseshoe Bend have been 
furnished the United States free of cost. 


SAN RAFAEL CREEK, CAL.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 801, 
Sixty-third Congress, second session: 

San Rafael Creek is a narrow slough about 2 miles in length emptying into 
San Francisco Bay. At the head of the creek is the town of San Rafael. The 
stream has been improved by the State of California and by private interests, 
but no work has been done by the United States at this locality. The existing 
depths at mean lower low water vary from zero on the tide flats off the mouth 
of the creek to 1 or 2 feet in the creek channel, and navigation is possible only 
at the higher stages of the tide. Deep water in San Francisco Bay is found at 
a distance of li miles from the mouth of the creek. The district officer, who is 
also division engineer, submits a plan of improvement contemplating the dredg¬ 
ing of an outer channel 100 feet wide at bottom and 8 feet deep, a channel in 
the creek GO feet wide at bottom and 6 feet deep, with a cut-off at Goose Neck, 
and a turning basin 6 feet deep, 200 feet long, and 100 feet wide, all at an 
estimated cost of $54,600. It appears that the locality is willing to bear one- 
half of the cost of the proposed improvement, and in view of this cooperation 
and the benefits to commerce to be expected the district officer deems the 
locality worthy of improvement to the extent and in the manner above stated. . 

I concur with the views of the district officer and the Board of Engineers for 
Rivers and Harbors that the improvement by the United States of San Rafael 
Creek, Cal., is deemed advisable to the extent of providing a channel 8 feet 
deep at mean lower low water and 100 feet bottom width across the flats at 
the mouth of the creek, and a channel 6 feet deep and 60 feet bottom width in 
the creek, including a cut-off at Goose Neck Bend and a turning basin 200 feet 
long, 100 feet wide, and 6 feet deep, at an estimated cost of $54,600, provided 
local interests contribute one-half of this amount and that no expense shall be 
incurred by the United States for acquiring any lands required for the purpose 
of this improvement. 

IMPROVING SACRAMENTO AND FEATHER RIVERS, CAL. (GENERAL 

IMPROVEMENT). 

Location and description .—The Sacramento River is formed by 
the junctions of numerous tributaries draining the Trinity and 
Warner Mountains in northern California, the principal component 
streams being the McCloud, Fall, Pit, and Sacramento proper. 
From the junction of the Pit and the Sacramento proper—the lowest 
of these junctions—the Sacramento River flows about 820 miles in a 
southerly direction and empties into the Suisun Bay at Collins¬ 
ville. 

The Feather River heads on the crest of the Sierra Nevadas, flows 
in a southwesterly course, and empties into the Sacramento River 
about 20 miles (by river) above Sacramento. 

Existing project .—The Sacramento River is navigable from Red 
Bluff to its mouth, a distance of 258 miles, and this is the section in- 


472 


RIVER AND HARBOR APPROPRIATION BILL. 


eluded in the project. The lower 30 miles of the Feather River, from 
Marysville to its mouth, is navigable. 

Sacramento Fiver is being improved under plans adopted as fol¬ 
lows : 

Below Sacramento, with a view to securing a least channel depth 
of 7 feet by means of a system of wing dams at or near shoals, sup¬ 
plemented by dredging, if necessary, at an estimated cost of $280,000, 
adopted by the river and harbor act approved March 3, 1899, in ac¬ 
cordance with the reports printed in House Document No. 186, Fifty- 
Hfth Congress, second session, and House Document No. 48, Fifty- 
fifth Congress, third session. For latest published map of this section 
of the river see House Document No. 1123, Sixtieth Congress, second 
session. 

Above Sacramento, with a view to securing a channel 4 feet deep 
up to Colusa, 3 feet deep from Colusa to Chico Landing, and such 
depth as is practicable from Chico Landing to Bed Bluff, at an es¬ 
timated annual expenditure of $25,000, adopted by the river and 
harbor act approved July 25, 1912, in accordance with the report 
printed in House Document No. 76, Sixty-second Congress, first 
session. For latest published map of this section of the river see 
House Document No. 1123, Sixtieth Congress, second session, and 
House Document No. 76, Sixty-second Congress, first session. 

In the report printed in House Document No. 48, Fifty-fifth Con¬ 
gress, third session, a board of engineers expressed the. opinion that 
no permanent improvement of the Feather River could be carried 
out at reasonable or justifiable cost until the flow of sand and other 
mining detritus had been stopped. Since this report in 1899 no work 
has been done for the improvement of Feather River. In the river 
and harbor act approved July 27, 1916, an appropriation of $10,000 
was made for work on Feather River, subject to the condition prece¬ 
dent that local interests contribute a like sum toward the improve¬ 
ment. 

The tidal range is 6 feet at the mouth of Sacramento River and 
during extreme low water about 1 foot at Sacramento. 

Condition at the end of the fiscal year .—At the end of the fiscal 
year wing dams for obtaining and maintaining the project depths 
had been built and were being maintained at practically all the shoals 
below Sacramento. During some years it had been necessary to 
supplement the action of the wing dams by dredging at low-water 
stage. Snags had been removed from the river each year, and this 
year’s work of removing snags was being carried on. As the project 
is for maintaining certain navigable depths, the proportion of the 
existing project accomplished at end of year is not determinable. 
With a gauge reading of 16 feet or over at Sacramento, vessels 
drawing 14 feet can be taken to Sacramento. With a gauge reading 
of 6 feet or over at Colusa, vessels drawing 8 feet can be taken to 
Colusa. With a gauge reading of 5 feet or over at Chico Landing, 
vessels drawing 5 feet can be taken to Chico Landing. And with a 
gauge reading of 5 feet or more at Red Bluff, vessels drawing 4 
feet can be taken to Red Bluff. With a gauge reading of 5 feet or 
more at Marysville, vessels drawing 3^ feet can be taken to Marys¬ 
ville. These gauge readings are usually obtainable from January 
1 to May 1. On the Sacramento River, the project depths of 7 feet 
up to Sacramento, 4 feet up to Colusa, 3 feet up to Chico Landing, 


RIVER AND HARBOR APPROPRIATION BILL. 


473 


and about 2 feet from Chico Landing to Red Bluff are available, and 
on the Feather River a depth of about 2 feet is available. These are 
the maximum drafts which may be carried over these portions of 
the rivers at low stages of the rivers. Up to the end of the fiscal 
year $433,886.83 had been expended on the existing project, of which 
$37,212.71 were for original work and $396,674.12 for maintenance. 

Local cooperation. —Voluntary local and State cooperation has 
been quite extensive. The State of California has done extensive 
bank-protection work, built wing dams, made cut-offs, and done 
various other river work. The cities of Sacramento and Marysville 
have built municipal wharves and freight sheds, and reclamation 
districts have dredged much material from the river for levees, to 
the material aid of navigation. It is estimated that this work has 
amounted to approximately $3,950,000 on these two rivers. In the 
river and harbor act approved July 27, 1916, an item of $10,000 for 
work on Feather River was made, subject to the condition precedent 
that local interests contribute a like sum toward the improvement. 

Effect of improvement. —The effect of improvement is that there is 
continuous navigation upon the Sacramento River from its mouth 
to Chico Landing. To Sacramento there are four daily (except 
Sunday), one weekly, and two semi weekly steamers from San Fran¬ 
cisco. To Colusa there are four weekly steamers and to Chico Land¬ 
ing there is one weekly steamer from San Francisco. There is also 
a gas passenger launch daily each way between Sacramento and 
Antioch and Stockton. Besides these boats making regular trips 
there are numerous steamers, towboats, and launches and barges 
plying upon the river as occasion demands. The direct effects upon 
rates (either land or water) resulting from the improvement and 
the direct effect upon rail rates of the water charges are quantita¬ 
tively indeterminate. However, it is known that the State railroad 
commission does take into account water competition in fixing rail¬ 
road rates. 

Proposed operations. —With the funds available it is proposed to 
maintain the project depths in the Sacramento River by snagging, 
building wing dams at shoals, and by occasional dredging; also to 
construct a necessary new snag boat; and to pursue similar work on 
the Feather River-, as required by the recent act providing the funds. 
The exact rate of expenditure will depend somewhat upon the meet¬ 
ing of cooperative requirements similarly thus introduced and can 
not be foretold. Except as to the funds which must be reserved for 
this, however ($10,000), the expenditure will probably be at the rate 
of $33,000 for field work for the balance of this working season, 
$60,000 for the new snag boat within the next year, and $10,000 for 
the next working season until July 1, leaving an expected balance of 
$20,000 at that time. For the fiscal year 1918 there will be required 
an additional appropriation of $20,000 to provide the sum of $40,000 
for the year’s expenses. 

The estimated expenditures for the fiscal year 1918 are as follows: 


Dredging, below Sacramento---$3, 000 

Operations of snag boat, below Sacramento- 3, 500 

Repairs and additions to wing dams, below Sacramento---13, 000 

Dredging, above Sacramento--- 1. 000 

Operations of snag boat, above Sacramento-18, 000 

Repairs and additions to wing dams, above Sacramento- 1, 500 


Total_40, 000 










474 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics .—The commerce on the Sacramento River 
consists mostly of grain, lumber, fruit, vegetables, rice, and general 
merchandise. And during the year 768,891 tons, valued at $34,- 
309,085, passed over this waterway. Following is a comparative 
statement of the amount and value of the commerce for the last 
three calendar years: 

Comparative staternent. 


1913 

1914 

1915 


Calendar year. 

Short tons. 

Value. 


733,594 

S35,856,791 
38,211,760 


721,090 
768,891 

. 

39' 309' 085 




Amount expended on all projects from Mar. 3, 1875, to June 30, 


1916: 

New work_ $37, 212. 71 

Maintenance__ 396, 674.12 

New work and maintenance_ 740, 860. 21 


Total_ 1,174, 747. 04 


Balance available for fiscal year ending June 30, 1917_ 133,695.03 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for works of improvement and for maintenance_ 20, 000. 00 


SACRAMENTO AND MOKELUMNE RIVERS, CAL.—SUPPLEMENTAL ESTIMATES. 

War Department, 

Third San Francisco Engineer Office, United States Army, 

and California Debris Commission, 

San Francisco, Cal., December 8, 1916. 

From: The District Engineer Officer, Third District, San Francisco, Cal. 

To: The Chief of Engineers, United States Army, Washington, D. C. 

(Through the Division Engineer, Pacific Division). 

Subject: Appropriations. 

1. In view of the fact known that there is made available to the Chief of 
Engineers by the committees of Congress opportunity to revise, in informal 
conference, estimate for ensuing fiscal year river and harbor appropriation, to 
cover conditions that may have involved change, and that calls to the field 
based thereon for later information (especially during short congressional ses¬ 
sion) are sometimes submitted on such short notice that telegraphic communi¬ 
cation is inadequate to cover the matter, and offices at this distance in time 
are at disadvantage in submitting adequate mail substantiation of the case, it 
is desired to present the following requested revision of estimates for works in 
this district: 

First. Mokelumne River: At the time of submission of estimate it was pre¬ 
sumed that, though possible additional work to use up funds then on hand 
(about $600) would be needed this season (now passed), we probably could 
get along until next year without work, in accordance with the usual recent 
experience showing alternate years’ work was adequate. However, it was 
found necessary to do work this year, exhausting the funds without doing all 
that was needful; and, further, it is found that $1,000 for similar work avail¬ 
able next year is necessary. 

Second. Sacramento River (general improvement) : An increase of $10,000 
•over the amount of original estimate is requested, for the following reasons: 
First, because we have had to spend about $1,000 on restoring a wing dam 
specially destroyed, and which we had not counted on having to do, recovery 
of which from injuring party is at best dubious (vi. E. D. 102627/3, dated 
Sept. 28, 1916—my Sac. 33/46) ; second, unexpected sinking of pile driver cost 
about $500 more than recovery seems probable (vi. E. D. 103032, dated Oct. 28, 
1916—my P. 1/434) ; third, owing to favorable working season on part of river 



















RIVER AND HARBOR APPROPRIATION BILL. 


475 


with long low water we were enabled, and compelled, to spend more money 
during the past calendar year (which is the working season) than during the 
two previous seasons, as is shown by the following comparative figures: 


Amount expended during the calendar year 1914_$31, 928. 43 

Amount expended during the calendar year 1915_ 39, 258. 57 

Approximate expenditures for calendar year 1916_ 42, 400. 00 


Fourth, owing to generally increasing costs of our principal supplies and 
labor, not only has the latter portion of our work for this year cost more per 
job than expected, but that that for next year promises to be even more ex¬ 
pensive; fifth, owing to the delav in new snag boat (vi. my fourth indorsement, 
p. 2, dated Sept. 28, 1916. on your E. D. 9S622/6, of July 31, 1916—my P. 
3/583), repairs to the old snag boat have become imperative, an expense 
which it had been expected could be obviated; sixth, owing to changing condi¬ 
tions on the river (i. e., increasing reclamations), the satisfactory disposal of 
snagged obstructions is becoming more expensive; seventh, the present appear¬ 
ances are that, particularly ns accentuated by the increasing cost of materials, 
the new snag boat will cost more than has been anticipated, especially if its 
completion is at such a season of the year that we can not dispense with the 
old one for the time needed to effect exchange and installation of some of the 
old plant on the new, particularly as with the repairs that will have then been 
put on the old it will be worth keeping in use for a while longer; i. e., some 
of the increases asked on this account will be more than offset in later years; 
eighth, a casualty which involves the payment under compensation laws of 
$1,000 for no return in work, so large a percentage that it can not be absorbed 
< vi. E. D. 91518/159. of Aug. 9, 1916—my M. 31/199). 

L. H Rand, 

Major, Corps of Engineers. 


[First indorsement.] 

Office Division Engineer, Pacific Division, 

San Francisco, Cal., December 9, 1916. 
To the Chief of Engineers United States Army: 

1. Concurring in the views of the district officer. 

Thos. H. Rees, 

Colonel. Corps of Engineers, Division Engineer. 


ALLEVIATION OF DEBRIS CONDITIONS IN THE SACRAMENTO AND FEATHER 

RIVERS, CAL. 

Location and description .—The work being done is from the mouth 
of the Sacramento River, in Suisun Bay, Cal., at Collinsville, about 
45 miles from San Francisco, to Rio Vista, 14 miles above. For de¬ 
scription, see report relative to improvement of Sacramento and 
Feather Rivers, Cal., under the Sacramento-Feather River Board. 

Existing project .—The construction and 56 months’ operation of 
two hydraulic dredges for removal of deposits from the river system 
to prevent their impeding navigation, no definite results in depth, 
width, or locality having been established. It is based on the annual 
report of the California Debris Commission for 1907, as printed on 
pages 2253-2269, Chief of Engineers Annual Report for that year. 
The approved estimate of cost was $800,000, half of which was to be 
provided by local interests. The report was adopted in the river and 
harbor act of June 25, 1910. Changed conditions between the time 
of proposal and adoption of report have made it necessary to increase 
estimate for completion to $1,660,000, exclusive of cost of necessary 
spoil banks and maintenance. Tidal variations are as given above. 
No map particularly applying to this project has been published. 
The latest published map of the locality will be found in House Doc¬ 
ument No. 81 s Sixty-second Congress, first session. 







476 


RIVER AXE Y HARBOR APPROPRIATION BILL. 


Condition at the end of the fiscal year. —One dredge has now oper¬ 
ated for 29.2 months, the other for 32.3 months, which is 54.9 per 
cent of the 112 months single-dredge operation contemplated. Up to 
June 30, 1916, there have been excavated from the Sacramento River 
16,828,706 cubic yards of material. From Rio Vista to Three-mile 
Slough the channel has been enlarged by an average width of 320 feet 
and a depth of 27 feet for a distance of 15,600 feet, and the old levee 
on the north side has been removed. From Three-Mile Slough to 
Bakers Point excavations 250 feet in width, 27 feet in depth, and 
9,400 feet long have been made across the “ horseshoe,” and the levee 
on the rim at Bakers Point has been breached. Above Collinsville 
the channel has been enlarged by an average width of 100 feet and a 
depth of 27 feet for a distance of 4,800 feet; the north side of the 
channel has been excavated to a depth of 27 feet and a width of 250 
feet for a distance of 14,000 feet. Old levees on the north and south 
side of the channel have been breached, and 2,801,348 cubic yards 
of material have been removed from the south side of the channel and 
placed on Sherman Island. The total expenditures under the exist¬ 
ing project up to the end of the fiscal year have been $1,100,470.06, 
none of which has been for maintenance. Of this amount $550,833.19 
has been from United States funds and $549,636.87 from funds con¬ 
tributed by the State of California. 

Local cooperation.- —The act of June 25, 1910, provided that the 
expenditure of the appropriation for this project should be con¬ 
tingent on the appropriation of an equal amount by the State of 
California, and furthermore that all rights of way for levees and 
spoil banks should be furnished free of cost to the United States. 
The necessary approval of compliance with these conditions as a 
condition precedent to starting field operations was given by the 
Secretary of War in 1913. The $400,000 was deposited for Federal 
expenditure. It is understood local interests subscribed $260,000, 
aided by the State and city of Sacramento in procuring land and 
easements for spoil banks, etc., which they have transferred to the 
United States. The State has further deposited $200,000 to match 
equivalent funds made available by the Federal Government. Aside 
from conditions imposed by law. the State has constructed a retain¬ 
ing embankment for spoil deposit at a cost of $12,400, and has fur¬ 
ther funds available to match further appropriations. 

Effect of improvement. —It is not practicable to claim any definite 
specific results as solely consequent to this operation, but the general 
improvement noted in those matters which it was meant to affect, is 
believed to follow, at least in part, therefrom. 

Proposed operations. —Proposed operations are to continue the 
dredging as outlined above under the project exposition, with both 
dredges and attendant plant; the funds in hand will be expended 
at about the rate of $21,500 per calendar month, and operations with 
the funds available will last until about July 1, 1917. To continue 
the dredging operations during the fiscal year 1918, at the slightly 
increased monthly cost resulting from older plant, will require the 
provision of $265,000 in excess of funds now available, of which it is 
expected the State of California will provide one-half, leaving 
$132,500 to be provided by Congress. 

Commercial statistics. —See commercial statistics, Sacramento 
River. 


RIVER AND HARBOR APPROPRIATION BILL. 


477 


Amount expended on all projects from June 25, 1910, to June 30, 1916: 


New work-1 $ 1 , ioo, 470. 06 

Maintenance__ 


Balance available for fiscal year ending June 30. 1917_ 204,162. 05 

Amount (estimated) required to be appropriated for completion 

of existing project- 311, 000. 00 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for works of improvement_ 265,000.00 


ENTRANCE TO COOS BAY AND HARBOR. OREG. 


Location and description. —Coos Bay is an indentation in the Pa¬ 
cific coast, in Oregon, about 200 miles south of the mouth of Colum¬ 
bia River and 445 miles north of San Francisco Bay, Cal. It is about 
13 miles in length by 1 mile wide, with a tidal area of about 15 square 
miles, which includes about 1,000 acres of anchorage with a depth of 
not less than 18 feet at mean lower low water. 

Existing project. —The existing project provides for securing such 
additional depth on the ocean bar as can be obtained and maintained 
by the construction and operation of a seagoing hydraulic dredge 
and for dredging the bay channels between the bar and the town of 
Marshfield, 13 miles, with a view to securing a depth of 18 feet at 
mean lower low water and width of 300 feet opposite the towns of 
North Bend and Marshfield and 200 feet at other points, at an esti¬ 
mated first cost of $500,000 and $60,000 annually for maintenance. 
The project was adopted by the river and harbor act of June 25, 
1910. (See H. Doc. No. 958, 60th Cong., 1st sess.) The mean tidal 
variation is 4.8 feet at the entrance and 4.4 feet at the head of the 
bay. 

Condition at the end of fiscal year. —Jetty construction was com¬ 
menced in 1879 and completed in 1894. From 1894 to 1901 restora¬ 
tion of jetty enrockment was in progress. In 1909 the balance of the 
appropriation was applied to dredging the inner harbor. The fore¬ 
going work provided a north jetty 9,520 feet long, which resulted in 
increasing the depth to 20 feet across the bar and in dredging a chan¬ 
nel 12 feet deep at mean low w T ater to Marshfield. Since 1891 about 
850 acres of the North Spit has been reclaimed by planting Holland 
grass thereon. Operations under the existing project include the 
dredging of an 18-foot channel from the bar entrance to Marshfield, 
completed September 15, 1912, at a cost of $89,752.53; the construc¬ 
tion of the dredge Col. P. S. Michie , at a cost of $378,198.63; and 
the operation of the Michie , at a cost of $166,466.64, of which the 
port of Coos Bay contributed $3,800 for operation, and $31,561.13 
was for betterments and repairs. Since dredging operations began, 
May 10,1914, the bar channel depth has been increased from a depth 
of 19 feet in a channel about 200 feet wide to a depth of 30 feet at 
mean lower low tide in a channel 400 feet wide. 

At the close of the fiscal year 1916 the outer 1,500 feet of the jetty 
had subsided considerably and was entirely submerged at low water. 
From a point about 1,500 feet from the outer end of the jetty to low 
water shore line the crest of the jetty enrockment was about half- 
tide level. The original height of the enrockment was about 27 feet 
above low water at its outer end and well above high water at the 
shore end. No work was carried on in the bay channels during the 









478 


RIVER AND HARBOR APPROPRIATION BILL. 


year as the project depth of 18 feet was obtained in 1912, and has 
since been deepened from Pigeon Point to Smith’s mill to 25 feet by 
the port of Coos Bay. This depth has not been maintained and 
there is now a controlling depth over the shoalest parts of about 19 
feet between the bar and Smith’s mill, 13 miles from the bar. The 
total expenditures under the existing project to the end of the fiscal 
year were $653,425.99, of which $547,518.33 was for new work and 
$94,807.66 for maintenance from United States funds, and $11,100 
for maintenance from funds contributed by local interests. 

Local cooperation. —No conditions in regard to local cooperation 
have been imposed by law, but the river and harbor act of March 4, 
1913, directed the Secretary of War to use any additional money that 
may be placed at his disposal bv the port of Coos Bay or by any 
other organization or by individuals for the improvement of the 
inner harbor. With the exception of $11,100 contributed to operate 
the dredges Michie and Oregon in 1914 when no Government funds 
were available, no funds have been placed at his disposal. The port 
of Coos Bay, however, raised $600,000 by the sale of bonds for the 
purpose of dredging a channel 300 feet wide and 25 feet deep at mean 
lower low tide, from a point above Marshfield to deep water in the 
lower bay, a distance of 13 miles, with turning basins 500 feet wide 
opposite Marshfield and North Bend. This work was finished, in 
April, 1915, and in addition certain contiguous sloughs have been 
deepened by dredging. Since the beginning of the improvement to 
the end of the fiscal year 1916 local interests, consisting of the port 
of Coos Bay, the town of Marshfield, and others have expended ap¬ 
proximately $593,682.14 on the improvement of channels within the 
bay. 

Effect of improvement. —The improvement has increased the avail¬ 
able channel depths and has resulted in a reduction of freight rates, 
as oceangoing steamers can now ascend to Bay City, 14 miles from 
the bar. Above this point there is about 50 miles of channel avail¬ 
able for navigation by boats of light draft and for rafting and log¬ 
ging purposes on the various connecting inlets. 

Proposed operations. —The available balance will be expended in 
maintaining and operating IT. S. dredge Michie in continuing the 
improvement and maintenance of the entrance channel, and in the 
operation of U. S. dredge Oregon in the maintenance of the bay 
channels to the project depth to June 30, 1917, as estimated and out¬ 
lined in last annual report. The inner channels are shoaling con¬ 
siderably and it is expected dredging will be necessary during the 
fiscal year 1917. The following estimate is submitted for the fiscal 
year ending June 30, 1918: 

Operating dredge Col. P. S. Michie one year, double shift during fa¬ 


vorable months_•_$70, 000 

Operating the dredge Oregon about six weeks_ 6, 000 

Engineering and contingencies_ 4, 000 


Total- 80, 000 


Commercial statistics. —The principal exports are lumber prod¬ 
ucts, coal, fish, and dairy products; while the imports consist of 
agricultural implements, mill machinery, and miscellaneous mer¬ 
chandise. 







RIVER AND HARBOR APPROPRIATION BILL. 


479 


Comparative statement. 


Calendar year. 

Short tons. 

Valuation. 

1913. 

473 376 

$8 462 577 

1914. 

52o’ 409 

10* 508* 766 

1915. 

448*447 

7* 507* 564 




Amount expended on all projects from March 3, 1879, to June 
30, 1916: 

New work__-$1,349,614.77 

Maintenance (including $11,100 contributed by the port of 
Coos Bay)- 284, 708. 49 

Total- 1,634,323.26 

Balance available for fiscal year ending June 30, 1917_ 96, 576. 44 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918: 

For works of improvement_ 70, 000. 00 

For maintenance of improvement_ 10, 000. 00 

Total_•_ 80, 000. 00 


TILLAMOOK BAY AND BAR, OREO. 

Location and description. — Tillamook Bay is an indentation or the 
Oregon coast, about 50 miles south of the mouth of Columbia River, 
and 595 miles north of San Francisco Bay, Cal. It is about 6 miles 
long and 3 miles wide and has a tidal area of about 13 square miles, 
the greater part of which at low tide presents a succession of sand 
and mud flats traversed by three principal channels, which, although 
of fair depth near the entrance, gradually shoal toward the head of 
the bay. 

Existing project .—This is a modification of the project approved 
by a board of Engineers officers under date of December 10, 1910, for 
securing a depth of 20 feet on the bar at mean lower low water. It 
provides for the construction of a north jetty 7,500 feet long at the 
entrance to the bay and the dredging of a channel from a point op¬ 
posite Kincheloe Point to Bay City, about 3J miles, 16 feet deep at 
mean lower low tide, 200 feet wide in the straight reaches, but in¬ 
creased at the entrance and at curves, local interests to cooperate to 
the extent of paying one-half the original cost, and also to create and 
maintain a depth of at least 9 feet at mean high tide between Bay 
City and Tillamook. The estimated cost was $814,000. The esti¬ 
mated cost of maintaining the channel from the entrance to Bay City 
is $5,000 annually. No provision was made for maintaining the 
jetty. The project (see H. Doc. No. 349, 62d Cong., 2d sess.) was 
adopted by the river and harbor act of July 25, 1912. The river and 
harbor act of July 27, 1916, modified the project by making an ap¬ 
propriation of $5,000 for maintenance of the channel from Bay City 
to Tillamook City. The section under improvement is 12 miles long, 
including about 3^ miles from Bay City to Tillamook City. The 
mean tidal variation at the entrance is 6.3 feet, which decreases to 
about 5 feet at Tillamook. For last published map, see Annual 
Report of Chief of Engineers for the year 1914, page 3192. 


























480 


RIVER AND HARBOR APPROPRIATION BILL. 


Condition at the end of fiscal year .—Operations commenced in 
1890 with the construction of about 1,148 feet of pile dikes and 449 
feet of pile and brush revetment, but this work was destroyed by the 
freshets of the following winter and spring. From 1892 to 1901 sev¬ 
eral dikes were constructed with a view to increasing the depth of 
water in Garibaldi Channel and Hoquarten Slough so as to aid ves¬ 
sels in reaching Tillamook City, and a channel was excavated from 
the north fork of Trask River to Hoquarten Slough, by means of 
which the waters of both forks of the river were emptied into the 
slough above Dry Stocking Bar; snags were removed from Hoquarten 
Slough Channel between Tillamook and Bay City; and shoals were 
dredged and deflecting dikes constructed in and along the selected 
channel leading from Hobsonville to Tillamook City, which resulted 
in making this channel 9 feet deep at mean high tide, as called for 
by the project. Under the existing project the construction of the 
north jetty was commenced the latter part of June, 1914 (under 
contract), and at the close of the fiscal year 1916 the jetty tramway 
had been constructed for a distance of 4,965 feet and was well en- 
rocked for a distance of 2,250 feet and partially enrocked to the end 
of the tramway. There yet remains 1*035 feet of tramway to con¬ 
struct to caiuy enrockment to the project end of the jetty, a total 
distance of 6,000 feet. A total of 243,243 tons of stone has been 
placed in the enrockment. The jetty is 59 per cent complete. It is 
believed the jetty construction work will be finished by January, 
1917. The 16-foot project channel from Bay City to deep water op¬ 
posite Kincheloe Point, a distance of about 3 miles, is 70 per cent 
complete. The existing project is now about 60 per cent complete. 

A survey of the channel between Tillamook and Bay City, made 
in June, 1916, shows a controlling depth of 4 feet at mean lower low 
water in a channel of 60 feet minimum width. A survey of the 
entrance, made June 24, 1916, shows a controlling depth of 16 feet 
at mean lower low water on the bar in a channel 300 feet wide, and 
12 feet on the inner shoal, in a channel 300 feet wide, which is about 
4,000 feet from the crest uf the bar. The partial construction of the 
north jetty has fixed the channel across the bar. The bay channels 
have been maintained so that vessels drawing 9 feet can safely navi¬ 
gate the bay and Hoquarten Slough to Tillamook at ordinary high 
tide. 

The total expenditures under the existing project are $435,856.68, 
all for new work, of which $223,831.16 was from United States 
funds, and $212,025.52 contributed by local interests. In addition, 
the United States expended $4,992.07 contributed funds in mainte¬ 
nance of the channel from Hay City to Tillamook. 

Local cooperation .—The river and harbor act of July 25, 1912, 
which adopted the existing project, imposed the conditions that local 
interests shall cooperate to the extent of paying one-half the total 
estimated cost of the improvement ($814,000) and shall create and 
maintain an effective channel 9 feet deep at mean high tide between 
Bay City and Tillamook. The necessary guaranties have been 
furnished and were approved by the Secretary of War August 4, 
1913, and the United States has entered into contract for the con 
struction of the north jetty in accordance with the project. At the 
close of the fiscal year 1916 the expenditure of funds contributed 


RIVER AND HARBOR APPROPRIATION BILL. 


481 


by local interests, consisting of the ports of Bay City and Tilla¬ 
mook on the present project, amounted to $218,608.20, of which 
$213,616.13 was expended by the United States for jetty construction 
and $4,992.07 for creating and maintaining the channel between Bay 
City and Tillamook. The sum of approximately $16,917.91 was pre¬ 
viously expended for maintaining the inner channels by dredging. 

Effect of improvement. —The effect on freight rates has not been 
reported. The work of improvement has made transportation by 
water safer, easier, and better. Vessels drawing 9 feet have no diffi¬ 
culty at mean high tide in reaching Tillamook, 12 miles from the 
entrance. 

Proposed operations. —The available funds will be exhausted for 
jetty construction, for dredging the 16-foot channel from Bay City 
to the entrance, and for maintenance by dredging, and it is believed 
that the funds now available will be sufficient to complete the project 
and that the work will be finished by January, 1917. 

The following estimate for maintenance of channel from the en¬ 
trance to Bay City during the fiscal year ending June 30, 1918, is 
submitted: Maintenance by dredging, one year, $5,000. 

If it is intended that local interests shall be relieved of the duty 
of maintaining the channel between Bay City and Tillamook, and 
that responsibility for that work shall be assumed by the United 
States, the further sum of $8,000 should be appropriated for the 
dredging required in the fiscal year 1918 to maintain that part of 
the channel between Bay City and Tillamook. 

Commercial statistics. —The principal exports are farm and dairy 
products. The imports are agricultural implements, machinery, and 
miscellaneous merchandise. The commerce for the calendar year 
1915 amounted to 9,710 short tons, valued at $1,371,000. The usual 
draft of vessels handling the commerce of the bay is about 9 feet. 

Com para tire sta tement. 


Calendar year. 

Short tons. 

Value. 

1913. 

9,185 

9,018 

$1,035,500 
1,173,700 
1,371,000 

1914. 

1915.. 

9,710 




CONSOLIDATED. 


Amount expended on all projects from Aug. 11, 1888, to June 30, 

1916: 

New work_$513, 065. 60 

Maintenance_ 76, 490. 54 


Total_ 589, 556.14 


Balance available for fiscal year ending June 30, 1917- 85, 237. 44 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement- 5, 000. 00 


COOS RIVER, OREG. 

Location and description. —Coos River rises in two forks in the 
Coast Range in southern Oregon, flows about 60 miles in a general 

H. Rept. 1289, 64-2-31 


















482 


RIVER AND HARBOR APPROPRIATION BILL. 


westerly direction, and empties into Coos Bay nearly opposite Marsh¬ 
field, Oreg. 

Existing project. —The existing project provides for the removal 
of snags and bowlders (by dredging or otherwise) from a selected 
channel 50 feet wide from the mouth of the river to the head of navi¬ 
gation on both forks, 8J miles above their confluence, at an estimated 
cost of $5,000, Government plant to be borrowed from Coos Bay at 
such times as it can be spared. This estimate was increased to $8,000 
in 1898, when the channel was found to be so thickly studded with 
snags that it was not possible to remove all of them with the funds 
available. It was then stated $1,500 annually would be required for 
maintenance. The project was adopted by the river and harbor act 
of June 3, 1896. (See TI. Doc. No. 237, *53d Cong., 3d sess.) The 
section under improvement includes the mouth and 5-J miles of the 
main river and about 8| miles of each fork. For last published map 
see House Document No. 237, Fifty-third Congress, third session. 

Condition at the end of fiscal year. —Snagging and removal of 
bowlders by hired labor and use of Government plant commenced in 
1897, and the project was completed in 1899. This work provided a 
channel 50 feet wide with a depth on June 30, 1900, of 2 to 4 feet 
at mean lower low tide over the shoalest portion. Since the com¬ 
pletion of the project only maintenance work has been done. The 
total expenditure under the existing project to the close of the fiscal 
year was $24,950, of which $8,000 was for new work and $16,950 for 
maintenance. During August and September the river is at its 
lowest stage, and the ruling depth with a zero gauge from the mouth 
is about 4 feet in a channel 50 feet wide to the head of the tidal reach 
on the north fork and about 3^ feet in a channel 50 feet wide to the 
head of the tidal reach on the south fork. 

Effect of improvement. —There is no railroad serving the locality. 
The river furnishes the only means of transportation for the farmers 
to reach the markets, to whom the improvement has been of great 
benefit and is enabling them to materially increase shipments of 
products from accessible points along the river. 

Proposed operations. —The channels of Coos River silt up every 
winter and snags are carried into them by the freshets. The funds 
available for the improvement were exhausted by June 30,1916. The 
funds appropriated by the river and harbor act approved July 27, 
1916, will be exhausted by June 30, 1917. The following estimate is 
submitted for the fiscal year 1918 to maintain the project: 

Dredging with either hired plant or Government plant, 2£ months, at 

$1,000 per month__$2, 500 

Engineering and contingencies_ 500 

Total- 3 , 000 

Commercial statistics. —The exports consist principally of logs, 
lumber, and dairy products, while the imports are agricultural im¬ 
plements, mill machinery and supplies, and general merchandise. 
The total commerce during the calendar year 1915 amounted to 
89,121.5 short tons, valued at $2,485,573. About 80 per cent of the 
tonnage consists of logs, towed. The draft of the deepest boats on 
the river does not exceed 4 feet. 






RIVER AND HARBOR APPROPRIATION BILL. 


483 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

67,259.0 
103,084.0 
89,121.5 

$2,075,695 

2,280,600 

2,485,573 

1914. 

1915. 



The decrease in the commerce of the river in 1915 is due to the 
depressed lumber market, which decreased the amount of logging 
on the stream. 

Amount expended on all projects from June 3, 1896, to June 30, 1916: 


New work_$8, 000. 00 

Maintenance_ 16, 950. 00 


Total_ 24,950.00 


Balance available for fiscal year ending June 30, 1917_ 3, 050. 00 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 3, 000. 00 


MOUTH OF SIUSLAW RIVER, OREG. 

Location .—Siuslaw River rises in the Coast Range, flows about 110 
miles in a westerly direction, and empties into the Pacific Ocean 
through a low, shifting sand beach about 160 miles south of the 
mouth of Columbia River and 485 miles north of San Francisco Bay, 
Cal. 

Existing project .—The present project provides for securing a bar 
channel depth of 8 feet at mean lower low tide by the construction 
of two mean high-tide rubblestone jetties, the north jetty to extend 
westerly from a point near the end of the old jetty, on a curve of 
4,000 feet radius, along the edge of the north spit for a distance of 
3,700 feet; the south jetty to extend westerly, on a curve of 2,350 feet 
radius, across the south spit for a distance of about 4,200 feet, the 
jetties being 750 feet apart at their extremities. The estimated cost 
was $426,000, with $5,000 annually for repairs and maintenance dur¬ 
ing construction. The present project (see H. Doc. No. 648, 61st 
Cong., 2d sess.) was adopted by the river and harbor act of June 
25, 1910, which appropriated $50,000, and authorized continuing con¬ 
tracts not exceeding $165,000, exclusive of the amount appropriated, 
all of which has been appropriated. 

The original estimate proved too small on account of the greater 
amount of enrockment required, due to the scour of the ocean bed in 
advance of the jetty, and on January 30, 1914, a revised estimate of 
$225,000 for additional funds necessary to complete both jetties was 
submitted. Local interests agreed to furnish one-half of this amount. 
The Secretary of War allotted the sum of $112,500 for this construc¬ 
tion and $5,000 additional for maintenance from funds appropriated 
by the river and harbor act of March 4, 1915, on condition that local 
interests should furnish $112,500 toward the construction. The mean 
variation of tides at the entrance and within the harbor is 5.2 feet. 
The tidal influence extends to the foot of the rapids, about 19 miles 
from the ocean, where it is 3 feet. The section under improvement at 




















484 


RIVER AND HARBOR APPROPRIATION BILL. 


the entrance is about 1 mile long. For last published map of en¬ 
trance see Annual Report for 1914, page 3188. 

Condition at the end of fiscal year .—North jetty: Preliminary 
work was commenced in 1891 and in 1901 the jetty, including tram¬ 
way approach, had been completed for a distance of 4,090 feet. This 
work resulted in somewhat checking the tendency of the bar channel 
to shift its position as far north as occurred before the improve¬ 
ment. Under the present project the extension of the north jetty 
was commenced under contract January 10, 1912, and was extended 
to a point 7,245 feet from the receiving wharf by October 31, 1914, 
when the contract was completed, available funds exhausted, and 
work suspended. Under contract dated August 5, 1915, work on the 
jetty was resumed, and at the end of the fiscal year the tramway had 
been extended to bent No. 522, the project end, a distance of 7,575 
feet from the receiving wharf. During the fiscal year a total of 
63,625 tons of stone was placed in the enrockment. It is estimated 
that 36,000 tons of stone will be required to complete the north 
jetty enrockment. 

South jetty: Under permit dated July 23, 1908, from the Secretary 
of War, the port of Suislaw constructed 2,940 feet of tramway for 
this jett}^ and placed $65,500 tons of stone therein by June 18, 1911, 
at a cost of $89,509.11, when the work was taken over by the United 
States under the existing project. No further work was done on this 
jetty until the present year, when, under contract dated August 5, 
1915, repairs to receiving wharf and tramway began, preparatory to 
enrockment. To complete the south jetty will require the repair of 
the existing tramway, the construction of about 960 feet of tramway 
extension to the project end, and the placing of about 100,000 tons of 
rock therein. 

The entire project is about 80 per cent complete. 

The total expenditures under the existing project were $508,373.94, 
of which $246,954.22 was for new work and $15,000 for maintenance, 
from United States funds, and $246,419.72 was for new work from 
funds contributed by the port of Suislaw, including $100,000 credited 
for useful work performed. 

The work has resulted in fixing the channel and has secured a depth 
of 12 feet at mean lower low water over the bar in a channel 150 feet 
wide, which is 6 feet greater than existed prior to improvement. Ves¬ 
sels drawing 12 feet can now safely cross the bar in ordinary high tide 
and ascend the river for a distance of 5 miles. 

Local cooperation .—No conditions were imposed by law in connec¬ 
tion with the original or modified project. On July 23 1908, the port 
of Siuslaw was granted permission to improve the mouth of the river 
by the construction of as much of the south jetty as could be done by 
the expenditure of $100,000 in conformity with plans and report of 
Capt. W. C. Langfitt, Corps of Fngineers, dated February 5, 1903. 
The river and harbor act of June 25,1910, adopted the project on con¬ 
dition that half of the cost should be borne by local interests. This 
act was amended by the river and harbor act of February 27, 1911, 
which provided that the port might proceed with the construction of 
the south jetty to the full extent of the contract entered into by it 
December 24, 1909, the amount of one-half required to be furnished 
by the port or other agency to be reduced by such amount, not exceed¬ 
ing $100,000, as may have been properly expended under the contract. 


RIVER AND HARBOR APPROPRIATION BILL. 


485 


Under these conditions the port built 2,940 feet of tramway and placed 
65,500 tons of rock in the jetty, at a cost of $89,509.11. Operations 
were suspended June 18, 1911, on account of the exhaustion of funds. 
The port of Siuslaw furnished a bond to insure its contribution to¬ 
ward the cost of the work in August, 1911, and the work was taken 
over by the Government. The total contribution by the port of Sius¬ 
law under their bond was $215,000 (including the $100,000 credited for 
useful work performed) for original work on the jetties. In 1914 it 
was estimated that $225,000 additional would be required to complete 
the project, making the total estimated cost of original work $651,000. 
From the funds appropriated by the river and harbor act of March 4, 
1915, an allotment of $112,500 was made on April 2, 1915, for the 
completion of the project, with the provision that the port contribute 
an equal amount. The port of Siuslaw furnished a bond for this sum 
and the allotment of $112,500 became available June 7, 1915. 

Effect of improvement .—The work accomplished has rendered 
transportation by water safer and less costly by permitting vessels of 
greater draft to enter th4 river. On account of the depressed lumber 
market and scarcity of vessels, there has been no apparent effect on 
freight rates. 

Proposed operations .—It is proposed to complete the north jetty, 
which will require the placing of about 30,000 tons of stone in the 
enrockment, the extension of the south jetty tramway to its project 
end, and placing approximately 100,000 tons of stone in the enrock¬ 
ment, which will complete the project on the date set for the comple¬ 
tion of the present contract, September 30, 1917. It is believed the 
funds on hand will provide for the completion of the project. An 
estimate of $5,000 is submitted for maintenance during the fiscal 
year 1918. 

Commercial statistics .—The exports consist principally of lumber 
and farm and dairy products, while the imports are agricultural 
implements, mill machinery, supplies, and general merchandise. 
The total commerce during the calendar year 1915 amounted to 
6,757 short tons, valued at $442,060. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

32,995 
37,209 

$1,495,841 
1,255,627 
442,060 


1915 . ... ... 

6,757 



There are extensive forests of fir, hemlock, and spruce tributary to 
the port, with sawmills having a daily capacity of 150,000 feet b. m. 
of lumber. Salmon canning and dairying are next in importance 
after lumbering. 

UNITED STATES FUNDS. 

Amount expended on all projects from Sept. 19, 1890, to June 


30, 1916: 

New work__$398, 655. 05 

Maintenance_ 25, 611. 27 


Total__ 424, 266. 32 


Balance available for fiscal year ending June 30, 1917- 30, 824. 85 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement- 5, 000. 00 


















486 


RIVER AND HARBOR APPROPRIATION BILL. 


CONTRIBUTED FUNDS. 


Amount expended on all projects from Sept. 19, 1890, to June 30, 

1916: 

New work_$246, 419. 72 

Maintenance_ 

July 1, 1916, balance available_ 21, 274.16 


Amount expended on all projects from Sept. 19, 1890, to June 
30, 1916: 

New work (including $100,000 credited port of Siuslaw for 

useful work performed)_:_ 645,074.77 

Maintenance_ 25, 611. 27 


Total_ 670, 689. 04 

Balance available for fiscal year ending June 30, 1917_ 52, 099. 01 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 5, 000. 00 


YAQUINA RIVER, OREG. 

Location and description. —Yaquina River risesj in the Coast 
Range, flows about 30 miles in a westerly direction, and empties into 
Yaquina Bay, a harbor on the Oregon coast about 115 miles south of 
the mouth of Columbia River and 540 miles north of San Francisco 
Bay, Cal. 

Existing project. —The existing project provides for the construc¬ 
tion of two controlling half-tide brush dikes, the purchase of dredg¬ 
ing plant, and excavating a channel through various shoals from a 
point just below the Fir & Spruce Lumber Co.’s dock in Depot 
Slough, at Toledo, to deep water above Oysterville, about 6 miles; 
the channel to be 10 feet deep at mean lower low water and 150 
feet wide in straight reaches and 200 feet wide on the curves, at an 
estimated cost of $72,000, and $3,000 every two years for maintenance. 
The project was adopted by the river and harbor act of March 4, 
1913. (See H. Doc. No. 519, 62d Cong., 2d sess.) The mean tidal 
variation at the mouth of the river is 6.2 feet and decreases to about 
3 feet at Elk City, 18 miles from the mouth. For last published map, 
see House Document No. 519, Sixty-second Congress, second session. 

Condition at the end of fiscal year. —The project was completed 
December 31, 1914. There is now a channel 10 feet deep at mean 
lower low water from the entrance to the bay to Toledo, with a 
minimum width of 150 feet. At ordinary high water, w 7 hen the chan¬ 
nel is used by ocean shipping, vessels drawing as much as 14 feet can 
safely reach Toledo. With a 5-foot gauge reading, a 6-foot draft 
can be carried to Elk City, 18 miles from the mouth, throughout the 
year. The total amount expended to the end of the fiscal year was 
$74,789.31, of which $28,849.27 was for new work and $2,740.04 for 
maintenance from United States funds, and $43,200 for new work 
contributed by local interests. 

Local cooperation. —The project was adopted under condition that 
local interests contribute 60 per cent of the first cost, either in cash 
or useful work performed prior to actual construction work by the 
United States, and that the floating plant belonging to the port of 
Toledo remain available for use by the United States on work of 
construction and maintenance without cost to the United States other 
than for upkeep while in use. This condition has been fulfilled to 













RIVER AND HARBOR APPROPRIATION BILL. 


487 


date. Previous to the adoption of the project the citizens organized 
themselves into a port district under the State law, and in 1911 
realized $50,000 by the sale of bonds. With these funds the improve' 
ment of the river from the bar to Toledo was commenced under per* 
mit from the Secretary of War dated August 6, 1910. The port 
constructed two dikes, built a bucket dredge, and excavated a narrow 
channel 9 feet deep at low tide from a point in Depot Slough to a 
point just below Altree’s mill, a distance of 3,300 feet, at a total cost 
of $37,430.57. This work, which has been accepted, is in accord with 
the project, and $5,769.43 turned over to the United States constitutes 
the 60 per cent required by the act. 

Effect of improvement .—The work accomplished has resulted in 
increased water-borne commerce, and in Toledo being granted com¬ 
mon-point rates by the railroad, as ocean-going vessels drawing as 
much as 14 feet can now ascend to Toledo, 9J miles from the mouth. 

Proposed operations .—The available funds for maintenance are 
now practically exhausted and an estimate of $3,000 is submitted for 
maintaining the channel during the fiscal year 1918. 

Commercial statistics. —The principal exports are lumber, farm 
and dairy products, live stock, and salmon. The imports consist of 
agricultural implements, mill machinery, and miscellaneous mer¬ 
chandise. The total commerce for the calendar year 1915 amounted 
to 8,452 short tons, valued at $88,256. The maximum draft of sea¬ 
going vessels which carry lumber is about 14 feet. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

14,860 

18,241 

8,452 

$876,708 

548,600 

88,256 

1914. 

1915. 



Amount expended on all projects from March 4, 1913, to June 30, 

1916: 

New work (including $43,200 contributed by local interests)— $72,049.27 
Maintenance______ 2, 740.04 


Total_ 74, 789. 31 


July 1, 1916, balance available- 249. 96 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 3, 000. 00 


SNAKE RIVER, OREG., WASH., AND IDAHO. 

Location and description. —Snake River is the largest tributary of 
Columbia River, and rises in Yellowstone National Park, in the 
western part of Wyoming, flows in a general westerly direction for 
about 1,000 miles, and empties into Columbia River near Pasco, 
Wash., 324 miles from the Pacific Ocean. 

Existing project. —The project provides for completing and main¬ 
taining the improvement between Lewiston, Idaho, and Riparia, 
Wash., with a view to obtaining an extreme low-water channel gen¬ 
erally 60 feet wide and 5 feet deep by blasting, dredging, raking 
gravel bars, and by construction of some contraction works, and for 

















488 


RIVER AND HARBOR APPROPRIATION BILL. 


general improvement by the same methods from the mouth to Pitts¬ 
burgh Landing. The section included in the project is 216 miles 
long. The estimated cost of improvement is $236,690, apportioned 
as follows: $165,000 from the mouth to Riparia, Wash. ; $23,000 from 
Riparia to Lewiston, Idaho; and $48,690 from Lewiston to Pitts¬ 
burgh Landing, Idaho. The estimated cost of maintenance is $5,000 
per year. The project is based on estimates and surveys which have 
been printed. (See H. Doc. No. 411, 55th Cong., 2d sess.; H. Doc. 
No. 127, 56th Cong., 2d sess.; and Annual Reports for 1903 and 
1906.) It was adopted by the river and harbor act of June 13, 
1902. For the last published map see Annual Report Chief of 
Engineers, 1906, page 1988. 

Condition at the end of fiscal year .—The improvement work has 
consisted of widening and deepening existing channels by open-rivei 
methods. No greatly increased depths have been obtained, but the 
work done has made navigation much safer than formerly, and the 
length of the navigation season has been somewhat increased. On 
account of the narrow channels and swift water through the rock 
reefs below Riparia, navigation has been limited to stages above 3 
feet on the Lewiston gauge when a draft of 4 feet can be carried. 
This gives a navigation season of about 150 days during the spring 
months (March to July, inclusive), and occasionally a second navi¬ 
gation season of 3-foot stage occurs in November and December, due 
to fall rains. Only one steamboat line has operated on Snake River 
below Riparia, and has operated only under favorable conditions 
of river. With smaller lighter draft boats it would be possible to 
navigate the river below Riparia for about nine months of the year, 
as it has always a stage greater than 1 foot for eight and one-half 
months of the year. From Riparia to Lewiston a draft of 4 feet 
can be carried throughout the year at a 1-foot stage. The existing 
project contemplates a depth of 5 feet from the mouth to Lewiston, 
Idaho, which it is believed can not be obtained by open-river methods, 
especially below Riparia. The project is about 77 per cent complete. 
The total expenditure by the United States under the existing project 
to the end of the fiscal year, including $85,000 contributed by the 
State of Washington, was $307,643.75, of which $196,162.37 was for 
original work and $111,481.38 for maintenance. 

Local cooperation .—No conditions regarding local cooperation were 
imposed by law. The Washington State Legislature, however, in 
1907 appropriated $100,000 for expenditure by the Federal Govern¬ 
ment between Riparia, Wash., and the mouth, but of this sum only 
$85,000 was used. The final requisition for $15,000 was not honored 
by the State auditor because the time for expenditure had lapsed 
prior to the last requisition. This appropriation by the State was 
made as the result of a general disposition to revive river navigation 
and utilize the State Portage Railroad, which was built by the State 
of Oregon in 1905, around the obstructions in the Columbia River 
between Celilo and Big Eddy, Oreg. The expenditure of $85,000 
was made for general open-river work in accordance with the adopted 
project. 

Effect of improvement .—The work done has resulted in an in¬ 
creased channel depth and width through the most difficult shoals 
and reefs, making navigation much easier and safer. A substantial 
reduction of freight rates has been made since the beginning of opera- 


RIVER AND HARBOR APPROPRIATION BILL. 


489 


tions, due in part to the improved channels in the Snake and the im¬ 
provement of Columbia River at the Cascades and Celilo Falls, per¬ 
mitting through river transportation from Portland to Lewiston. 

Proposed operations .—It is proposed to operate the U. S. S. A sotin 
and Umatilla and two drill scows in removing rocks and reefs, con¬ 
structing wing dams, and raking existing channels through shoals 
between the mouth of the river and Riparia; and the steamer Asotin 
in similar work above Riparia, Work was suspended in March, 
1916, on account of lack of sufficient funds, and was not resumed 
until additional funds were available. The river and harbor act 
of July 27, 1916, appropriated sufficient funds to carry on the 
work estimated for and outlined in the last annual report, and these 
funds will be exhausted by June 30, 1917. To carry on the work 
during the fiscal year 1918 the following estimate is submitted: 


Operation of steamers Asotin and Umatilla _$13, 000 

Operation of two drill scows_.____ 9, 000 

Engineering and contingencies_ 3, 000 


Total_ 25, 000 


Of this sum $20,000 is to be expended for improvement of existing 
channels by the usual methods, and $5,000 for maintenance, all by 
Government plant operated by hired labor. 

Commercial statistics .—The commerce during the calendar year 
1915 amounted to 41,817.9 short tons, consisting of grain, general 
merchandise, wool, etc., valued at approximately $1,347,937. Since 
the opening of The Dalles-Celilo Canal, May 5, 1915, there has been 
through steamer service between Portland, Oreg., and Lewiston, 
Idaho. From May 5 to July 23, 1915 (the close of the navigation 
season), 1,400 tons of through freight passed over the section of 
river under improvement. On account of the short navigation sea¬ 
son on the river below Riparia, March 15 to July 15, the bulk of 
the commerce is carried on the river between Riparia and Lewiston, 
where navigation is possible throughout the year. 

Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913 . 

46,877 
32,137 
41,817 

$1,301,830 

1,085,677 

1,347,937 





Amount expended on all projects from 1902 to June 30, 1916: 

New work (including $85,000 contributed by State of Wash¬ 


ington)---$349,572.63 

Maintenance__ 126, 571.12 


Total_ 476,143. 75 


Balance available for fiscal year ending June 30, 1917- 25, 464. 95 

Amount (estimated) required to be appropriated for completion 

of existing project__ 125, 062. 68 


Amount that can be profitably expended in fiscal year ending June 
30,1918: 

For works of improvement- 20, 000. 00 

For maintenance of improvement--- 5, 000. 00 


Total_ 25, 000. 00 





























490 


RIVER AND HARBOR APPROPRIATION BILL. 


COLUMBIA RIVER AND TRIBUTARIES ABOVE CELILO FALLS TO THE MOUTH 
OF SNAKE RIVER, OREG. AND WASH. 

Location and description .—Columbia River rises in the southeast¬ 
ern part of British Columbia, flows in a northwesterly direction for 
about 175 miles, thence in a general southerly direction for about 250 
miles until it reaches the international boundary, thence in a general 
southerly and westerly direction for about 424 miles to its confluence 
with the Snake River, thence in a general westerly direction for 324 
miles between the States of Oregon and Washington, until it empties 
into the Pacific Ocean. It has a total length of 1,200 miles. 

Existing project. —This project provides for removing obstructing 
bowlders and ledges and raking the gravel shoals in order to provide 
safe navigation of such channels as now exist, the work to be done by 
operation of Government plant. The section included in the project 
is 124 miles long. The lower end of the project is about 200 miles 
from the mouth of the river. The total estimate is $400,000, to be 
expended during a series of years. This estimate also includes the 
cost of a suitable plant, at about $60,000, and $30,000 annually for 
operation of the plant in work of maintenance. The project is based 
on a survey authorized by river and harbor act of March 3, 1905, and 
was adopted by the river and harbor act of March 2, 1907. (H. Doc. 
No. 440, 59th Cong., 2d sess.) For last published map see Annual 
Report for 1906, page 1988. 

Condition at end of fiscal year. —The work done consisted of blast¬ 
ing submerged reefs and bowlders and scraping gravel bars, using 
Government plant operated by hired labor. The work accomplished 
has resulted in improving the channel through the troublesome shoals 
and providing a least depth of 4^ feet at extreme low water, This 
minimum depth exists at Homly Rapids only, the channel having 
generally a least depth of 6 feet through the shoals, with improved 
channels through the rock reefs. Steamboats can carry a draft of 4 
feet at a zero stage of river, which rarely occurs, and then only dur¬ 
ing freezing weather. Normal low-water stage is 1 foot on Uma¬ 
tilla gauge. The maximum draft of the steamers operating on the 
river above Celilo does not exceed 4^ feet, so that navigation is 
possible at all stages of river. No specific channel width or depth 
is given in the project, but based on the estimate of the work out¬ 
lined the project is 88 per cent complete. The total amount ex¬ 
pended under the existing project was $413,238.27, of which $373,- 
238.27 United States funds and $25,000 contributed by the State of 
Washington was for new work and $15,000 for maintenance. 

■Local cooperation. —No conditions regarding local cooperation 
were imposed by laAv, but the State of Washington in 1907 appro¬ 
priated $25,000 for expenditure by the Federal Government On this 
improvement. The money was expended in the construction of a 
drill scow and in removing rock ledges and raking gravel bars at 
Umatilla and Homly Rapids by using Government plant. 

Effect of improvement. —The work done has rendered navigation 
much easier and safer and has increased the length of the low-water 
navigation season. A substantial reduction # of freight rates has been 
made since the beginning of operations, and it is reported that a 
reduction of 14 per cent in rail rates was made upon the completion 
of the Oregon State Portage Railway from Big Eddy to the head 


RIVER AND HARBOR APPROPRIATION BILL. 


491 


of Celilo Falls in 1905, which permitted through transportation of 
river freight. Since the opening of The Dalles-Celilo Canal, May 5, 
191^, there has been some further reduction of rail rates to river 
points. 

Proposed operations. —It is proposed to continue improvement of 
existing channels through the principal shoals and rapids, using 
Government plant operated by hired labor. Work was suspended in 
March, 1916, on account of lack of funds, and could not be resumed 
until additional funds were made available. The river and harbor 
act of July 27, 1916, appropriated sufficient funds to carry on the 
work estimated for and as outlined in the last annual report, and 
these funds will be exhausted by June 30, 1917. To carry on the 
work until June 30, 1918, the following estimate is submitted: 


Operating steamers Umatilla and Asotin _$24, 000 

Operating three drill scows_ 16, 000 

Engineering and contingencies—_ 5, 000 


Total__ 45, 000 


The Asotin and two drill scows will be used on Snake River when 
the river stage is favorable. Of the above amount, it is proposed to 
expend $15,000 for the improvement and $30,000 for maintenance. 

Commereial statistics. —The amount of tonnage passing through 
the canal from May 5 to December 31, 1915, is 8,394 short tons, valued 
at approximately $809,088, indicating the probable increase of traffic 
for the river above Celilo, Oreg. 

Amount expended on all projects from June 10, 1872, to June 30, 

1916: 

New work (including $25,000 contributed by State of Wash¬ 


ington) _$518,238.27 

Maintenance_ 15, 000. 00 


Total___ 533, 238. 27 

Balance available for fiscal year ending June 30, 1917_ 41, 385. 78 

Amount (estimated) required to be appropriated for completion of 
existing project_— 15, 000. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement-- 15, 000. 00 

For maintenance of improvement_ 30, 000. 00 


Total_-_ 45, 000. 00 


WILLAMETTE RIVER ABOVE PORTLAND AND YAMHILL RIVER, OREG. 

Location and description. —The Willamette River rises in the Cas¬ 
cade Range in southwestern Oregon, flows northerly, and empties 
into the Columbia River about 100 miles from the sea. Its length 
from the source of the middle fork is about 294 miles. 

Existing project. —The existing project (H. Doc. No. 260, 54th 
Cong., 1st sess., and Annual Report for 1896, p. 3309) was adopted 
by the river and harbor act of June 3, 1896. This project was modi¬ 
fied in 1904, and again by the river and harbor act of July 25, 1912. 

The modified project therefore for the construction of a lock and 
dam in the Yamhill River for snagging and the removal of obstruc¬ 
tions in the Yamhill River between McMinnville and the mouth; for 
snagging between Harrisburg and Corvallis, to facilitate high-water 



















492 


RIVER AND HARBOR APPROPRIATION BILL. 


navigation; for dredging, snagging, and dam and revetment work to 
obtain a low water depth of 2^ to 3J feet between Corvallis and 
Oregon City; and for securing by dredging and the removal of 
Copeleys Rock a channel 6 feet deep at low water between Oregon 
City and Portland, 100 feet wide above the foot of Clackamas Rap¬ 
ids and 150 to 200 feet wide below. The stretches included in 
the project are for the Yamhill River from McMinnville to the 
mouth (18 miles) and for the Willamette River from Harrisburg to 
Portland (152 miles), 12 miles above the mouth. 

Locks and dams on Willamette and Yamhill Rivers. 



Willamette River. 

Yamhill River. 

Location. 

At Willamette Falls, near Oregon City, 
Oreg., 25 miles above the mouth. 
Flight of 4 locks, each 210 by 40 feet... 
101 feet each; total, 41 feet. 

Near La Fayette, Oreg., 8 miles 
above the mouth. 

210 by 40 feet. 

16 feet. 

3 feet. 

Timber piles. 

Fixed. 

Timber crib. 

Sept. 21, 1900. 

$72,164.83. 

Dimensions. 

Lift. 

Available depth at low water . 
Foundation. 

2 feet. 

Rock. 

Kind of dam. 

Fixed. 

Type of construction. 

Concrete. 

Date of completion. 

1873 (purchased Apr. 26. 1915). 

Cost. 

Unknown (purchase price, $375,000)... 



Condition at the end of fiscal year .—The lock and dam in the Yam¬ 
hill River were completed September 21, 1900, at a total actual cost 
of $72,164.83. Snagging has been carried on between Harrisburg 
and Corvallis on the Willamette River, snagging and dredging be¬ 
tween McMinnville and the mouth on the Yamhill River, and snag¬ 
ging, dredging, and the construction of auxiliary training works 
between Corvallis and Oregon City on the Willamette River. The 
controlling depths at low water at the end of the year were 2 feet 
between Oregon City and Salem on the Willamette River (59 miles) 
and from the mouth to McMinnville on the Yamhill River, and 2J 
feet between Salem and Independence on the Willamette River (11 
miles). Between Independence and Corvallis (36 miles) traffic is 
carried on only at higher stages of water. The project channel be¬ 
tween Oregon City and Portland was obtained in 1914 by dredging 
and the removal of Copeleys Rock, and has since been maintained. 
Loaded boats plying between Portland and Oregon. City draw from 
2 to 5 feet; from Oregon City to Corvallis about 2 feet all the year 
around. The project is about 75 per cent complete. Bank revet¬ 
ments at Albany and Salem remain to be constructed when conditions 
require. The total amount expended on the present project to the 
end of the fiscal year was $632,233.92, of which $250,938.80 was for 
new work and $381,295.12 for maintenance. 

Effect of improvement .—The improvement has rendered possible 
regular light-draft steamboat traffic between Portland and Corvallis 
on the Willamette River and between the mouth and Dayton on the 
Yamhill River during the entire year; also between Corvallis and 
Plarrisburg on the Willamette River and between Dayton and Mc¬ 
Minnville on the Yamhill River for about nine months of the year. 
This has resulted in controlling railroad freight rates. At points 
where rail and water transportation meet the rates are practically 
the same; for points where there is no water transportation the rail 























RIVER AND HARBOR APPROPRIATION BILL. 


493 


rates are greater than the mileage would indicate. Thus on first- 
class freight from Portland to Corvallis (97 miles by rail and 119 
miles by water) the rail rate per hundred is 28 cents and the water 
rate 25 cents. Between Portland and Eugene, where there is no 
water competition, the rail rate is 46 cents per hundred; the rail 
distance is 124 miles. 

Proposed operations .—The funds available will be exhausted about 
June 30, 1917, and will be expended as follows: 


Maintenance: 

Operation of dredge Mathloma, 12 months, at $1,500_$18, 000 

Operation of dredge Champoeg . 4 months, at $1,200_ 4 , 800 

Construction of and repairs to floating plant_ 13, 000 

Construction of training dikes_ 8 . 000 

Repairs to training dikes, dams, etc_ 3 ’ 000 

Engineering and contingencies_ 5 ’ 200 


Total-- 52 , 000 

The funds for which estimate is submitted are for maintenance for 
the period July 1,1917, to June 30, 1918, as follows: 

Operation of dredges Mathloma and Champoeg, 12 months_$21, 000 

Repairs to training dikes, dams, etc_ 5 , (XX) 

Construction of and repairs to training dikes_ 7 , 000 

Engineering and contingencies_ 3 , 300 


Total- 36, 300 


The estimate is larger than the average expended for maintenapce 
for the last three years on account of shortage of funds in 1916. The 
full amount of the estimate is required to properly maintain the 
channel. 

Commercial statistics .—The commerce during the calendar year 
1915 was principally flour, grain, mill feed, logs, lumber, fuel oil, 
paper and pulp, sand, gravel, farm products, furniture and house¬ 
hold goods, building material, and general merchandise. 


Comparative statement. 


Calendar year. 

Short tons. 

Estimated 

value. 

1913 . 

1914 . 

1915 . 


.I 764,862 

.1 516,552 

.j 560,560 

$8,534,689 

8,978,320 

8,828,079 


All of the commerce is affected by the improvement. About one- 
half of the tonnage consists of sand, gravel, and oil, which is handled 
in scows, the usual limit of draft being 5 feet. 

Amount expended on all projects from Mar. 3, 1871, to June 30, 


1916: 

New work___$498, 686 . 31 

Maintenance__ 381, 295.12 


Total___ 879, 981. 43 


Balance available for fiscal year ending June 30, 1917- 52,036.79 

Amount (estimated) required to be appropriated for completion of 

existing project_ 52, 300. 00 

Amount that can be profitably expended in fiscal year ending June 

30. 1918, for works of improvement and for maintenance- 36, 300. 00 

































494 


RIVER AND HARBOR APPROPRIATION BILL. 


FALLS OF THE WILLAMETTE RIVER, AT OREGON CITY, OREG.-NEW FROJECT. 

Report of the Chief of Engineers, printed in House Document 
1060 , Sixty-second Congress, third session: 

The falls of Willamette River at Oregon City are 12 miles above Portland 
and are formed by a rocky reef across the river. The vertical distance between 
water level above and below the falls is about 41 feet at ordinary low water, 
to overcome which a canal and four locks, each 210 feet long, 40 feet wide, 
and having a lift of about 10 feet, were constructed by private enterprise on 
the west side of the falls during 1870-1872. The total length of the canal, 
including the flight of locks and entrance at its lower end and the canal basin 
which is 1,250 feet long, together with a guard lock 210 feet long at its upper 
end and the upper entrance 1,000 feet long, is about 3,500 feet. A fixed con¬ 
crete dam has also been constructed along the crest of the falls and the level 
of the water raised 1£ feet for power purposes. 

As a result of his investigations under the survey, the district officer recom¬ 
mended the construction of an entirely new canal on the opposite side of the 
river from the old canal as the most economical plan of improvement, as the 
owners of the existing canal held their property for the sum of $600,000, which 
was considered excessive. 

Under authority of a provision in the river and harbor act approved June 25, 
1910, the district officer entered into negotiations for rights of way for the 
proposed new canal; but so many legal complcations and obstacles developed, 
threatening an indefinite postponement of the work of improvement, that the 
district officer, with the consent of the department, again took under considera¬ 
tion the question of locating the improvement on the west side of the river and 
the consequent acquisition of the existing canal. 

As a result of his further investigations, the district officer reported that if 
the owners would agree to accept the sum of $375,000 for their locks, canal, 
and lands, the United States to construct sections A, B, C, and F of the division 
walls between canal and headrace, there would be a probable saving to the 
United States of $75,000 over the probable award under condemnation pro¬ 
ceedings if the property were acquired in that way, in addition to a saving 
of the expense incident to such proceedings and the indirect saving to the com¬ 
munity in the earlier removal of tolls, and the probable reduction of freight 
rates. Should this offer be accepted by the company, he recommended im¬ 
provement under the plan which he designated as No. 1 in his report of April 
24, 1911, which contemplates, after acquisition of the property, the repairing 
and deepening of the old locks to a minimum depth of 6 feet at low water over 
the sills, widening and deepening the upper basin to a similar depth, rebuild¬ 
ing gates, and constructing division walls to separate the upper basin of the 
canal from the headrace which now runs directly from the basin, all at the 
estimated cost of $300,000, making the total cost of acquisition and remodeling 
of the existing canal and locks under plan No. 1, $075,000. 

This offer has been made to the company and formally accepted by it, and 
the necessary transfer papers are now in course of preparation and arrange¬ 
ments have been conducted for the deposit of the available portion ($200,000) 
of the funds to be contributed by the State of Oregon in a depository satisfac¬ 
tory to the Secretary of War. The balance of $100,000 of the State contribu¬ 
tion will not be available until January, 1913. 

Of the United States appropriation of $300,000 made by the above-quoted 
provision of the river and harbor act of June 25, 1910, the sum of $5,000 has 
been expended in making necessary preliminary surveys, etc., leaving an avail¬ 
able balance of that appropriation of $295,000. With the funds contributed by 
the State, the total amount which will be available for this improvement will 
be $595,000, or $80,000 less than the estimated cost of acquiring and complet¬ 
ing the work of remodeling the existing canal under plan No. 1, recommended 
by the district officer. 

After due consideration of the above-mentioned reports. I concur in general 
with the views of the district officer and the Board of Engineers for Rivers 
and Harbors, and therefore, in carrying out the instructions of Congress, I 
report as follows: That the improvement by the United States of Willamette 
River at Oregon City, Oreg., is deemed advisable by the acquisition and re¬ 
habilitation as contemplated by plan No. 1, of the existing canal and locks 
at this locality, following in general the methods described in the report of the 
district officer at an estimated cost of $675,000, for first construction. The 


RIVER AND HARBOR APPROPRIATION BILL. 


495 


funds practically available for this improvement amount to $595,000, and I 
this° work 6 appropriation of the balance of $80,000, necessary to complete 


COLUMBIA AND LOWER WILLAMETTE RIVERS BELOW PORTLAND, OREG. 

Location and description. —The Columbia River rises in British 
Columbia, flows southwesterly about 1,200 miles through Washing¬ 
ton and between Oregon and Washington, and empties into the 
Pacific Ocean 610 miles north of San Francisco Harbor and 160 
miles south of the Straits of Juan de Fuca. 

Existing project. —The existing project provides for a channel 300 
feet wide and 30 feet deep at low water from Portland to Brookfield, 
the head of the estuary (86 miles), and not less than 300 feet wide 
and 26 feet deep at mean lower low water, thence to the mouth of 
the river (27 miles), with an auxiliary channel 8 feet deep and 300 
feet wide on the west side of Swan Island, in the Willamette River; 
estimated cost, $3,770,000, with $350,000 annually for maintenance. 
This project was adopted by the river and harbor act of July 25, 
1912. (H. Doc. No. 1278, 61st Cong., 3d sess.) Cooperation offered 

by the port of Portland and accepted by the Secretary of War June 
29,1915, was estimated to make the first cost of the work to the United 
States not to exceed $3,000,000 and the cost of maintenance by the 
United States not to exceed $300,000 annually. The work is to be 
accomplished partly by the construction of stone and pile dikes and 
revetments, but chiefly by dredging, except where dredging is found 
to be ineffective. The river and harbor act of February 27, 1911, con¬ 
tained an appropriation and a continuing-contract authorization for 
the construction of two suitable dredging plants. Expenditures 
under this authorization have been considered as expenditures on the 
existing project. The stretches included in the project are 14 miles 
of the Willamette River from its mouth to the foot of Ross Island 
and 99 miles of the Columbia River from its mouth to the mouth of 
the Willamette River. Tidal variations range from about 2 feet at 
low-water stages at Portland to 7-J feet at the mouth of the Columbia 
River. For latest published map see opposite page 2606 of Annual 
Report for 1911. 

By the river and harbor act approved July 27, 1916, the improve¬ 
ment of Columbia River between Vancouver and the mouth of Will¬ 
amette River was combined with the project for improving Columbia 
and lower Willamette Rivers below Portland, Oreg., and the former 
improvement as a separate work in the first Portland district will be 
omitted from future annual reports and be consolidated with the 
latter improvement under supervision of the second Portland district. 

Condition at the end of fiscal year. —The dredging plant was com¬ 
pleted during the fiscal j^ear 1914. A dike at Martin Island Bar 
was completed during the year and is in excellent condition. The 
project depth in the estuary was obtained during the fiscal year 
1915 and has since been maintained. The project depth on all bars 
in the Columbia River above the estuary (except St. Helens Bar) 
has been obtained at various times, but on account of excessive shoal¬ 
ing during the annual freshets it has been impossible to maintain 
this depth on all bars. The latest surveys show the project depth on 
nine bars, the governing depth on the other five bars varying from 
29J to 26U except at upper Martin Island Bar, where there is a small 
25-foot lump. The governing depth in the Willamette River at low 


496 RIVER AND HARBOR APPROPRIATION BILL. 

water is 25 feet. A draft of 28 feet is practicable from February 
to September, and 25 feet for the balance of the year. At the end 
of the year about 99 per cent of the dredging had been done, the 
project being about 64 per cent completed. The work remaining 
to be done consists in a small amount of dredging and the construc¬ 
tion of dikes and revetment where dredging is found to be ineffective. 
The total amount expended on the existing project to the end of the 
fiscal year was $1,218,460.78, in addition to $16,819.82 contributed by 
the port of Portland. Of this amount, $864,501.44 was for new work 
and $370,779.16 for maintenance. 

Local cooperation .—The adoption by Congress of the present 
project in the river and harbor act of July 25, 1912, was conditioned 
upon the following-described cooperation by the port of Portland: 

That the port of Portland shall assist in the work of improving and maintain¬ 
ing the channel in the Columbia River and shall be solely responsible for obtain¬ 
ing and maintaining the project channel in the Willamette River, not including 
the west channel at Swan Island. (Approved by the Secretary of War June 29, 
1915.) 

This cooperation is being carried out by the port of Portland, which 
has at present four pipe-line dredges to assist when needed in main¬ 
taining the channel in the Columbia and to take care of all work in 
the Willamette River. Under previous and existing projects up to 
December 31, 1915, about 33,295,000 cubic yards of material had been 
removed from various bars by the port of Portland dredges, at an 
approximate cost of $1,462,100, and about $368,000 has been expended 
by the port in the construction of dikes for the improvement of the 
channel. 

There are two wharves and one small landing at Portland built 
with city funds. Municipal Dock No. 1, on the west side of the river, 
has a frontage of 955 feet and a slip 486 feet long by 120 feet wide. 
Municipal Dock No. 2, on the east side of the river, has a frontage of 
526 feet. Ample trackage and warehouse space and a low-water 
depth of 30 feet have been provided at both. These wharves are mod¬ 
ern in every way and cost about $2,500,000. At St. Johns,, about 6 
miles below Portland, is a public wharf with 500 feet frontage, which 
cost about $60,000. At Astoria, Oreg., there is a large municipal 
wharf, frontage 1,850 feet, including two slips about 1,200 feet long, 
which cost about $1,000,000. 

Effect of improvement .—The improvement of the Columbia and 
lower Willamette Rivers antedates the construction of the railroad 
between Portland and Astoria, so that no reduction in freight rates 
for this section of railroad can be shown. The effects of improve¬ 
ment are a saving in freights that would have to be paid if the same 
commerce were handled by rail between Portland and Astoria and 
vice versa instead of by deep-draft vessels. The savings on all com¬ 
modities can not be estimated accurately, but may be taken for fuel 
oil, cement, and miscellaneous off-shore cargo, in which the saving is 
most clearly shown. For these items the Portland Chamber of Com¬ 
merce presents the following figures as an annual saving in normal 
times: 


Fuel oil, 982,000 tons, saving 85 cents per ton__ $834, 700 

Cement, 122,499 tons, saving 50 cents per ton_ 61, 249 

Miscellaneous, 37,668 tons, saving $4 per ton_ 150, 672 


Total per annum for these items_ 1, 046, 621 







RIVER AND HARBOR APPROPRIATION BILL. 


497 


In addition to this amount there are undoubtedly large savings in 
the shipment of wheat, barley, lumber, etc., which are exported in 
large quantities from this district. Doubtless the admitting of deep- 
draft vessels 100 miles inland to Portland has had an indirect effect 
on rail rates from the interior to Puget Sound. 

The improvement has greatly increased the draft of vessels that can 
ascend to Portland and has enabled steamship lines to operate on 
regular schedules. 

Proposed operations .—It is proposed to expend the funds available 
as follows: 


New work: 

Construction of dikes_$90, 000 

Engineering and contingencies_ 10,000 


Maintenance: 

Operation, two pipe-line dredges, 12 months, at $7,500 

each-_ 180,000 

Operation of tug Mendell and surveys, 12 months, at 

$1,500_ 18,000 

Work at United States moorings, 12 months, at $1,000_12, 000 

Operation of dredge Clatsop, 12 months, at $8,000_ 96, 000 

Operation of dredge Chinook, 3 months, at $15,000_ 45, 000 

Repairs to existing dikes, etc_ 15, 000 

Engineering and contingencies_ 37, 000 

- 403,000 


Total_ 503, 000 


This will provide for maintenance to June 30, 1917, and for dike 
work to June 30, 1918. The funds for which estimate is submitted 
are for maintenance for the fiscal year ending June 30, 1918, as 
follows : 


Maintenance: 

Operation, two pipe-line dredges, 12 months, at $7,500 each_$180, 000 

Operation of tug Mendell and surveys, 12 months, at $1,500_ 18, 000 

Work at United States moorings, 12 months, at $1,000_ 12,000 

Operation of dredge Cla.tsop, 7 months, at $8,000_ 56, 000 

Repairs to existing dikes, etc__ 15, 000 

Engineering and contingencies_ 29, 000 


Total____ 310, 000 


The estimate for maintenance is larger than the average expended 
for maintenance for the last three years, as dredging for improve¬ 
ment is practically completed, and hereafter all dredging will be 
charged to maintenance. 

Commercial statistics .—Foreign exports during 1915 were mainly 
barley, flour, lumber, oats, and wheat; foreign imports, principally 
bags and burlap, fiber, rice, seeds, and sulphur. The domestic com¬ 
merce consisted mainly of asplialtum, cement, dairy products, flour, 
iron and steel, logs, lumber, merchandise, mill feed, oil for fuel, 
paper, sugar, and wheat. The commerce handled by light-draft 
river vessels consisted of fish, grains, lime, plaster and cement, logs, 
lumber, mill feed, oil for fuel, paper, piling, pulp, sand and gravel, 
stone, wood, and general miscellaneous. 

II. Rept. 1289, 64-2-32 























498 


RIVER AND HARBOR APPROPRIATION BILL. 


Comparative statement. 


Calendar year. 

Short tons. 

Estimated 

value. 

1913. 

7,923,902 
8,043,263 
7,208,455 

$102,058,764 
100,018,293 
112,950,103 

1914. 

1915. 



All of the commerce affected used the improvement. The usual 
limits of loaded draft are 28 feet for foreign-bound steam vessels, 
24 feet for foreign-bound sailing vessels, 27 feet for coastwise steam¬ 
ers, and 7 feet for local river steamers. Of 2,543,521 tons of freight 
carried by seagoing vessels, 7 per cent was carried in steamers to and 
from foreign ports, 17 per cent in sailing vessels to and from foreign 
ports, and 76 per cent in coastwise steamers. The balance, 4,664,934 
tons, was handled by river vessels. 

Amount expended on all projects from May 21, 1877, to June 30, 


1916: 

New work_$2, 313,152. 89 

Maintenance_ 1, 561, 734. 68 


Total_ 3,874,887.57 


Balance available for fiscal year ending June 30, 1917_ 503, 253. 29 

Amount (estimated) required to be appropriated for completion 

of existing project_ 2, 020, 000. 00 

Amount that can he profitably expended in fiscal year ending 

June 30, 1918, for works of improvement and for maintenance- 310. 000. 00 


COLUMBIA RIVER AT CATHLAMET, WASH.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
120, Sixty-third Congress, first session: 

After due consideration of the reports I concur in general with the views of 
the district officer, the division engineer, and the Board of Engineers for Rivers 
and Harbors, and therefore in carrying out the instructions of Congress I report 
as follows: That the improvement by the United States of Columbia River at 
Cathlamet, Wash., is deemed advisable so far as to remove snags and to secure 
an available channel depth of 10 feet at low water and a width of about 300 
feet, increased at entrances and on curves, on the northerly side of the shoal 
to the westward of Cathlamet, following in general the methods described in 
the report of the district officer, at an estimated cost of $6,000 for first con¬ 
struction and $1,000 annually for maintenance, provided, however, that no 
expenditure shall be made for maintenance after a period of three years unless 
the Chief of Engineers and the Secretary of AVar shall be satisfied that the 
cost of continuing the work will be justified by resulting benefits to commerce. 
It is recommended that no special appropriation be made for this work, but 
that authority be given to incorporate it in the general project for the improve¬ 
ment of the Columbia and lower Willamette Rivers below Portland. 

COLUMBIA RIVER AT THE MOUTH, OREG. AND WASH. 

Location and description .—The mouth of the Columbia River 
is 610 miles north of San Francisco Harbor and 160 miles south of 
the Straits of Juan de Fuca. 

Existing project .—The existing project provides for obtaining a 
channel across the bar 40 feet deep at mean lower low water and of 




















RIVER AND HARBOR APPROPRIATION BILL. 


499 


practicable width by extending the south jetty as completed in 1895 
a farther distance of about 24 miles, constructing on the north side 
of the entrance a jetty about 2-J miles in length, terminating 2 miles 
north of the end of the south jetty extension, and dredging. This 
project^ (H. Doc. No. 94. 56th Cong., 1st sess., and Annual Report 
for 1903, p. 2275) was adopted by the river and harbor act of March 
3, 1905. The estimated cost of the south jetty extension was 
$2,260,000, of the north jetty $1,205,000, and of remodeling and oper¬ 
ating dredge $250,000. A revised estimate of $3,529,300 as the cost 
of completing the south jetty extension was approved April 17, 1909. 
A revised estimate of $5,966,573 as the cost of constructing the north 
jetty was approved July 18, 1913. The tidal range on the bar is 
about 7^ feet. 

Condition at the end of fiscal year. —The south jetty extension was 
completed during the fiscal year 1914. At the end of the year the 
jetty stood at or above project height throughout practically its entire 
length. The north jetty trestle was completed in July, 1915. At the 
end of the year 2,286,142 tons of stone had been placed in the jetty; 
for the first 8,200 linear feet its average height is from 12 to 16 feet 
above datum, for the next 4,000 feet it is 25 feet above datum, front 
here for the last 100 feet the enrockment slopes abruptly to 26 feet 
below datum. The side slopes are quite steep, so that storms would 
soon flatten the jetty to below project height. The project is about 87 
per cent completed. The work remaining to be done consists ip plac¬ 
ing approximately 1,250,000 tons of stone in the north jetty. 

At the end of the year the governing depth at mean lower low 
water on the main entrance range was 36 feet, on the southerly en¬ 
trance range 31 feet, and on the northerly entrance range 31 feet. 
The maximum draft that could be carried across the bar June 30, 
1916, at mean lower low water with smooth bar, was 30 feet. There 
has been expended by the United States on the existing project to 
the end of the fiscal year $12,476,520.02 in addition to $475,000 and 
$25,000 contributed by the ports of Portland and Astoria, respect¬ 
ively. Of this amount $11,076,218.57 was for new work ($7,625,- 
397.70 for south jetty extension and $3,450,820.87 for north jetty), 
and $1,900,301.45 for maintenance ($692,277.92 for south jetty and 
$1,208,023.53 for surveys and dredging). 

Local cooperation .—The existing project contains no conditions 
requiring local cooperation. However, during 1914 the port of Port¬ 
land contributed $475,000 and the port of Astoria $25,000 to this 
improvement. These amounts have been expended, the greater part 
having been applied,to the purchase of stone for the north jetty. For 
work on terminals, etc., done with local funds, see report on Colum¬ 
bia and lower Willamette Rivers. 

Effect of improvement .—The improvement has made it possible 
for the largest vessels operating on the Pacific coast to enter and 
leave at all normal stages of tide and in any weather except during 
the most severe storms. Bar-bound vessels, once so common, are now, 
on account of improved conditions, rarely to be seen. 

Proposed operations. —The funds available will be exhausted about 
April 30, 1917, and will be expended as follows: 


500 


RIVER AND HARBOR APPROPRIATION BILL. 


New work: 

738,000 tons stone in place, at $1.50_$1,107,000 

Engineering and contingencies_ 111, 000 


Maintenance: 

Operation of Chinook , 4£ months, at $15,000- 65, 000 

Engineering and contingencies_ 7, 000 


$1, 218, 000 


72, 000 


Total_ 1, 290, 000 

With the funds for which estimate is submitted it is proposed to 
complete the north jetty and dredge on the bar to June 30, 1918, as 
follows: 


New work: 

500,000 tons stone in place, at $1.50_$750, 000 

Engineering and contingencies _ 75, 000 


Maintenance: 

Operation of Chinook, nine months, at $15,000_ 135, 000 

Engineering and contingencies_ 15, 000 


$825. 000 


150, 000 


Total_ 975, 000 

Commercial statistics .—Foreign exports during 1915 were mainly 
barley, Hour, lumber, oats, and wheat; foreign imports principally 
bags and burlap, fiber, rice, seeds, and sulphur. The domestic com¬ 
merce’ consisted mainly of asphaltum, cement, dairy products, Hour, 
iron and steel, logs, lumber, merchandise, mill feed, fuel oil, paper, 
sugar, and wheat. 

Comparative sta tern cut. 


Calendar year. 

Short tons. 

1913. 

3,089,218 166,599,192 

2,719,080 68,042,038 

2,543,521 86,053,771 

1914.. 

1915. 



All classes of commerce are affected by the improvement. Of 
the total tonnage, 7 per cent was carried in steamers to and from 
foreign ports, 17 per cent in sailing vessels to and from foreign ports, 
and 76 per cent in coastwise steamers. 

Amount expended on all projects from July 5, 1884, to June 30, 


1916: 

New work-$13, 062, 471. 71 

Maintenance_*__ 1,900,301.45 


Total_ 14, 962, 773.16 


Balance available for fiscal year ending June 30, 1917_ 1, 290, 032. 63 

Amount (estimated) required to be appropriated for completion 
of existing project- 1,230, 000. 00 


Amount that can be profitably expended in fiscal year ending 
June 30, 1918: 

For works of improvement__ 825, 000. 00 

For maintenance of improvement__1_ 150, 000. 00 


Total- 975, 000. 00 








































RIVER AND HARBOR APPROPRIATION BILL. 


501 


CLATSIvANIE RIVER, OREG. 


Location and description .—The Clatskanie River rises in the Coast 
Range in the State of Oregon, Aoavs northwesterly about 28 miles 
and empties into the Columbia Ri\ T er, through Beaver and Wallace 
Sloughs, 65 miles beloAv Portland. 

Existing project. —The existing project provides for dredging a 
channel 6 feet deep at Ioav Avater, with a bottom Avidth of 40 feet 
from Clatskanie to the railroad bridge (about three-fourths of a 
mile), at a cost of $4,200 and $1,000 annually for maintenance. This 
project (H. Doc. No. 633, 61st Cong., 2d sess.) Avas adopted by the 
river and harbor act of June 25, 1910. 

The variation of water level due to tides is about 4 feet at Clats¬ 
kanie. For latest published map of Clatskanie River see House 
Document No. 698, Sixty-fourth Congress, first session. 

The stretch included in the project is from Clatskanie to the rail¬ 
road bridge (three-fourths of a mile), about three-fourths of a mile 
above the mouth. The variation of water leA T el due to tides is about 
4 feet at Clatskanie. For latest published map see House Document 
No. 698, Sixty-fourth Congress, first session. 

Condition at the end of fiscal year. —The project Avas completed 
during the fiscal year 1911. The work consisted in dredging and 
cutting neAv channels through two sharp bends below the town of 
Clatskanie. At the end of the fiscal year a maximum draft at low 
water of about 4 feet could be carried to Clatskanie. The total 
amount expended on the existing project to the end of the fiscal 
year Avas $7,445.47, of Avhich $4,299.93 was for new work and 
$3,145.54 for maintenance. 

L,ocal cooperation. —The existing project contains no conditions 
requiring local cooperation. The Columbia Agricultural Co. and 
the citizens of Clatskanie, however, subscribed funds Avhich were ex¬ 
pended in dredging a cut-off of project width and depth and ap¬ 
proximately 1,000 feet long across a bend near the mouth of the river 
and in other dredging in Clatskanie River and Beaver Slough. 

Effect of improvement. —The improvement provides a cheaper and 
more direct means of transportation to the country about Clatskanie 
than does the railroad. 

Proposed operations. —The funds available will be exhausted about 
March 4, 1917, and will be expended as follows : 

Maintenance: 

Operation of dredge Monticello and tender_ $800 

Engineering and contingencies_ 200 

Total_1,000 

The funds for which estimate is submitted are for maintenance 
dredging for the fiscal year ending June 30, 1918, as folloAvs: 

Operation of dredge Monticello and tender_ $800 

Engineering and contingencies- 200 


Total_____1, 000 

The estimate is larger than the aA T erage expended for maintenance 
for the last three years, as the funds available during the working 
seasons of 1914 and 1915 Avere insufficient to carry on the work. 











502 


RIVER AND HARBOR APPROPRIATION BILL. 


Commercial statistics .—The commerce during the calendar year 
1915 was principally agricultural and dairy products, general mer¬ 
chandise, building materials, iron and steel, live stock, lumber, meats, 
mill feed, shingles, and fuel oil. 


Comparative .statement. 


Calendar year. 

Short tons. 

Estimated 

value. 

1913. 

25,404 

$742, 729 

1914. 

8; 565 
9, 490 

478', 633 
399,035 

1915. 



All the commerce is affected by the improvement. 


Amount expended on all projects from Mar. 3. 1899, to June 30, 

1916: 

New work_$16,107. 30 

Maintenance_ 4, 013. 64 


Total_ 20, 120. 94 


Balance available for fiscal year ending June 30. 1917_ 1, 004. 76 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 1, 000. 00 


CLATSKANIE RIVER, OREG.-NEAV PROJECT. 

Report of the Chief of Engineers, printed in House Document 
No. 698, Sixty-fourth Congress, first session: 

The Clatskanie River empties into Columbia River through Beaver Slough 
and Wallaces Slough. The distance from Clatskanie City to the Columbia 
River is 4 miles, 1^ miles being in Clatskanie River, 11 miles in Beaver Slough, 
and 1 mile in Wallaces Slough. The existing project, adopted by the act of 
June 25, 1910, provides for dredging a channel 6 feet deep at low water and 
40 feet wide at bottom from Clatskanie City to the railroad bridge. Below 
this bridge the channel has been improved by private interests and by the 
city of Clatskanie. The improvement now apparently desired is the dredging 
and maintenance by the United States of a through channel 6 feet deep and 
40 feet wide, from Clatskanie City to Columbia River. The district officer, 
who is also the division engineer, estimates that such a channel will cost 
$4,620 for original construction and $2,000 per year for maintenance. He 
believes that the benefits to be expected from this improvement will warrant 
the expenditure involved, and therefore expresses the opinion that the locality 
is worthy of further improvement by the United States to the extent outlined. 

1 concur in the views of the district officer and the Board of Engineers for 
Rivers and Harbors and therefore report that the improvement by the United 
States of Clatskanie River, Greg., from Clatskanie City to the Columbia River, 
is deemed advisable to the extent of providing and maintaining a channel 6 feet 
deep and 40 feet wide, at an estimated cost of $4,620 for first construction and 
$2,000 annually for maintenance. 


ANACORTES HARBOR, WASH.-NEAV PROJECT. 

Report of the Chief of Engineers, printed in House Document 
HIT, Sixty-fourth Congress, first session: 

Aruicortes Harbor is on the northern point of Fidalgo Island in Puget Sound, 
and is formed by the waters of Guemes Channel on the north and those of 
Fidalgo Bay on the east of the city/ The principal wharves are on the 
north where ample depths are available, but vessels using these waters are 
exposed to strong tidal currents. Anacortes is chiefly engaged in the lumber 

























RIVER AND HARBOR APPROPRIATION BILL. 


503 


and fish business. The large fishing fleet is composed mostly of small vessels, 
and a sheltered harbor would be of great benefit to them. The Cap Sante 
waterway is in Fidalgo Bay on the east side of the city. If this waterway were 
improved, it would provide the needed facilities, and local authorities have 
signified their willingness to cooperate in this work. The district officer sub¬ 
mits an estimate of cost of securing a channel 12 feet deep at mean lower low 
water, 150 feet wide at the outer end and 250 feet wide at the inner end, within 
the.limits indicated on the map herewith, at a total estimated cost of $84,000. 
He expresses the opinion that, under certain conditions of local cooperation, 
the locality is worthy of improvement to the extent indicated, and the division 
engineer concurs in this view. 

I concur in the views of the district officer, the division engineer, and the 
Board of Engineers for Rivers and Harbors, and therefore report that the 
improvement by the United States of Anacortes Harbor, Wash., with a view 
to improving Cap Sante waterway * * *, is deemed advisable to the extent 

of providing a channel 12 feet deep at mean lower low tide. 150 to 250 feet 
wide, as shown on accompanying map, at an estimated cost of $84,000, under the 
following conditions: 

(a) That suitable dumping grounds for the deposit of dredged material and 
the necessary bulkheads to retain the material in place shall be furnished with¬ 
out cost to the United States. 

(b) That before the work is commenced local interests shall contribute the 
sum of $28,000 toward the execution of the work and furnish evidence satis¬ 
factory to the Secretary of War that they will provide a suitable terminal open 
to the public on equal and reasonable terms. 

GRAYS HARBOR AND BAR ENTRANCE, WASH. 

Location and description. —Grays Harbor is a bay IT miles long 
from east to west and 14 miles wide at the month of the Chehalis 
River in the southwestern part of the State of Washington, 48 miles 
north of the entrance to the Columbia River. It is connected with 
the Pacific Ocean by a channel approximately 1*2,500 feet wide and 
2 miles long, between Point Brown on the north and Point Hanson 
on the south. 

Existing project. —The original and existing project, as published 
in the Annual Report of the Chief of Engineers for 1896, pages 3517- 
3533, was adopted by the river and harbor act of June 3, 1896. It 
contemplated a channel over the bar 24 feet deep at mean lower low 
water, to be obtained bv the construction of a single high-tide rubble 
stone jetty on the south side of the harbor throat, extending out to 
sea a distance of 18,154 feet. The estimated cost was $1,000,000. 
The project was modified by the river and harbor act of March 2, 
1907, in accordance with plans published in Rivers and Harbors Com¬ 
mittee Document No. 2, Fifty-ninth Congress, second session, which 
provided for a mid-tide jetty 9,000 feet long on the north side of the 
harbor throat, at an estimated cost of $600,000. The project was 
again modified by the river and harbor act of June 25, 1910, in ac¬ 
cordance with report published in Rivers and Harbors Committee 
Document No. 29, Sixty-first Congress, second session, which pro¬ 
vided for continuing the improvement by extending the north jetty 
7,000 feet, at an estimated cost of $1,030,000. The mean tidal varia¬ 
tion is 8 feet. The last published map of the locality is in the An¬ 
nual Report of the Chief of Engineers for the fiscal year ending 
June 30, 1915, page 3424. 

Conditions at the end of fiscal year. —The enrockment of the north 
jetty, raised during the year, is still at the level of ordinary high 
tide, except for a distance of about 500 feet at the outer end, where 


504 RIVER AND HARBOR APPROPRIATION BILL. 

wave action has lowered the enrockment to about the level of ex¬ 
treme low water. No work has been done on the south jetty since 
1902, and the crest of the enrockment remains at or below extreme 
low water throughout practically its entire length. The approved 
project for which appropriations have been made is completed. On 
June 30, 1916, there was a channel across the bar in a favorable loca¬ 
tion not less than 500 feet wide and of project depth of 24 feet at 
mean lower low water. At the close of the fiscal year $2,609,205.17 
had been expended for improvement and $617,778.09 for mainte¬ 
nance, making a total of $3,226,983.26. 

Local cooperation .—No local cooperation was required by law. 
The necessary land for trestle approach and operating plant was 
donated to the United States by local interests. With funds volun¬ 
tarily contributed by the port of Grays Harbor commission and ex¬ 
pended by this office, the U. S. dredge P. S. Michie was employed 
from December 2, 1915, to February 5, 1916, and during favorable 
weather worked on the bar. She removed 56,939 cubic yards of ma¬ 
terial, and the channel for a width of about 600 feet was increased in 
depth by approximately 5 feet. The total cost of the Mickle's opera¬ 
tions was $14,066.95. 

Effect of improvement. —The effect of the improvement has been 
to permit the use of larger and more economical vessels suitable for 
export trade and to open up better markets for extensive timber 
products of Grays Harbor. No direct reduction in freight rates 
has been made, so far as known. 

Proposed operations. —No work is contemplated except supervi¬ 
sion, care of plant, and semiannual surveys. The funds available 
will be required for care of plant to March 4, 1917. The funds for 
which estimate is submitted will be required as follows: 


Care of plant, Mar. 4, 1917, to June 30, 1918_$2, 000 

Supervision and surveys-:- 5, 500 

Total_I_ 7, 500 


Co'rnmercial statistics. —The commerce consists mostly of the ex¬ 
portation of lumber, lumber products, and sea foods, and the impor¬ 
tation of foodstuffs. 

Comparative statement . 


Calendar year. 

Short tons. 

Value. 

1913. 

666,593 
729,527 
502,410 

$5,890,475 
5,729,508 
5,907,545 

1914 . 

1915. 



Amount expended on all projects from June 3, 1896, to June 30, 

1916: 

New work-$2, 609, 205.17 

Maintenance- 617, 778. 09 


Total- 3, 226,983.26 


July 1, 1916, balance available___ 2,004. 25 

Amount that can be profitably expended in fiscal year ending 
June 30, 1918, for maintenance of improvement_ 7, 500. 00 























RIVER AND HARBOR APPROPRIATION BILL. 


505 


GRAYS HARBOR BAR, WASH.-NEW PROJECT. 


Report of the Chief of Engineers, printed in House Document 
1729, Sixty-fourth Congress, second session: 

Grays Harbor bus been under improvement since 1896, when a project was 
adopted providing for a south jetty with a view to securing a depth of 24 feet 
on the bar. This jetty was built to a length of 13,734 feet. The project was 
extended by the act of March 2, 1907, to include a north jetty, which has since 
been built to a length of 17.000 feet. These works have not resulted in securing 
and maintaining a channel of project dimensions, and the actual navigable 
depth has varied from about 12 feet to 26 feet. With a view to increasing the 
depth and fixing the channel in position the district officer proposes an exten¬ 
sion of the north jetty for a distance of 5,500 feet at an estimated cost of 
$1,775,000. He believes that such further improvement is worthy of being 
undertaken by the United States, provided the port commission will repair the 
trestle of the north jetty and construct proper unloading facilities at Aber¬ 
deen. The division engineer concurs in the views expressed by the district 
officer. The special board appointed for the purpose of making a further in¬ 
vestigation of conditions at this harbor believes that neither an extension of 
the south jetty nor of the north jetty would result in commensurate benefits, 
and that to secure and maintain the project channel both dredging and jetties 
will be required. It recommends the immediate restoration of the north jetty 
at an estimated cost of $560,000; the restoration of the south jetty at an 
estimated cost of $870,000; and the purchase or construction of a suitable 
dredge for work on the bar at an estimated cost of $450,000 and its operation 
at an annual estimated cost of $82,500. 

These reports have been referred, as required by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to its repot herewith, 
dated August 8, 1916. During the period of nearly two years which has elapsed 
since the report of the special board was submitted the enrockment of the 
north jetty has been raised to or above the plane of ordinary high water for 
its entire length at a cost of about $580,000. Recent surveys have indicated 
a much improved condition of the channel, and it appears probable that with 
the aid of the recently repaired north jetty dredging alone may be sufficient 
to maintain the channel for many years, if not indefinitely. The board there¬ 
fore believes that it is advisable to provide an efficient dredge and give it a 
thorough trial for a number of years before making further large expenditures 
on the jetties. Under present conditions in the shipbuilding industry, how¬ 
ever, the board is of opinion that the estimated cost of the dredge should be 
increased to $700,000. 

After due consideration of the above-mentioned reports I concur in the views 
of the Board of Engineers for Rivers and Harbors, and therefore report that 
it is deemed advisable to modify the existing project for improvement of Grays 
Harbor Bar, Wash., so as to provide for the construction or purchase of a sea¬ 
going dredge for use on the bar at an estimated cost of $700,000 and a sub¬ 
sequent annual cost of $85,000 for operation. 

WATERWAY CONNECTING PORT TOWNSEND BAY AND OAK BAY, WASH. 

Location and description .—The canal is to connect two bays which 
are arms of Admiralty Inlet, on the west side of Puget Sound, in the 
northwestern part of the State of Washington, about 40 miles north 
of Seattle. 

Existing project. —The present project, printed in House Docu¬ 
ment No. 625, Sixty-second Congress, second session, was adopted by 
the river and harbor act of March 4, 1913. It contemplates dredging 
a canal 15 feet deep at mean lower low water, 75 feet wide on the bot¬ 
tom for about 4,800 feet, and the construction of jetties to protect the 
channel at the southern, or Oak Bay, end and a bulkhead for the re¬ 
tention of dredged material. The estimated cost was $62,500. 


506 


RIVER AND HARBOR APPROPRIATION BILL. 


Condition at the end of fiscal year. —The project has been com¬ 
pleted and a channel of specified dimensions obtained. The total 
expenditure was $73,322.35 for improvement and $4,000 for main¬ 
tenance, making a total of $77,322.35. 

Local cooperation. —The act adopting the project required local 
interests to furnish a right of way and provide suitable places of 
deposit for dredged material. These conditions were complied with 
and accepted by the Chief of Engineers on September 8, 1914. 

Effect of improvement. —The improvement has had no effect on 
freight rates, but has provided a sheltered passage for light-draft 
boats plying between up-Sound ports and points on Port Townsend 
Bay, and the free passage of log tows under weather conditions when 
they would otherwise be storm bound in Port Townsend Bay from 
1 to 10 days, as they could not be towed past Marrowstone Point. 

Proposed operations. —As the banks of the channel have not yet 
become stable, some redredging will probably be necessary. A cus¬ 
todian should also be appointed to enforce speed regulations on ves¬ 
sels using the canal and for the collection of commercial statistics. 
Available funds will be expended for supervision and inspection. 
The funds to be provided are: For custodian, $500; redredging, 
$4,500. 

Commercial statistics. —The canal is extensively used by vessels of 
all descriptions, as many as 90 having been counted passing through 
the canal during the daylight hours of one day. Accurate commer¬ 
cial statistics can not be obtained except by the appointment of a cus¬ 
todian for the canal. 



Calendar year. 

| Short tons. 

Value. 

1915. 



$510,906 


Amount expended on all projects from March 4. 1913, to .Tune 30. 

1910: 

New work_$73, 322. 35 

Maintenance _ 4,000.00 


Total_ 77.322.35 


July 1, 1916, balance unexpended_ 177.65 

Amount that can he profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 5,000.00 

LAKE WASHINGTON SHIP CANAL, WASH.-NEW PROJECT. 

Report of the Chief of Engineers, printed' in House Document 800, 
Sixty-fourth Congress, first session: 

The existing project for the improvement of the waterway, adopted by the 
act of June 25, 1910, provides for the construction by the United States of a 
double lock and dam. with necessary accessory works, at the Narrows at the 
entrance to Salmon Bay, and for the excavation by King County, or other local 
agency, of a channel 75 feet wide and 25 feet deep at low water from the locks 
into Lake Washington. The project was modified by the act of March 4, 1913, 
to authorize the dredging of a channel of the same dimensions from the locks 
to deep water in Puget Sound. The original estimate of cost was $3,334,709, 
the cost of the locks to he constructed by tlie United States being $2,275,000. 
These locks are nearing completion, and a channel from them to Lake Union 
has been excavated by local interests to a depth of 36 feet at low water and not 




















RIVER AND HARBOR APPROPRIATION BILL. 


507 


less than 100 feet wide on bottom, and between Lake Union and Lake Washing¬ 
ton a channel has been excavated not less than 100 feet wide on bottom, and 
1 i oin •>() to 36 feet deep. The south side of the latter channel has been revetted 
by local interests for a distance of about 1.000 feet. While the act of March 4, 
1913. authorizes dredging by the United States below the locks there are no 
funds available for this work. In the channel being constructed by local in¬ 
terests, provision is made for accommodation of vessels of the deepest draft 
that can be passed through the locks, and the district officer is of opinion that 
the dimensions of the channel below the locks should he not less than 30 feet at 
extreme low water, and the width on bottom not less than 150 feet, with suit¬ 
able widening at the turn below the Great Northern Bridge and a suitable dike 
on the north side of the channel. For reasons given lie believes that it is ad¬ 
visable to revet the banks between the head of Salmon Bay and Lake Union 
and the north side of the channel between Lake Union and Lake Washington. 
4 he total estimated cost of the work proposed is $789,400. The district officer 
expresses the opinion that all of the work is justified at the expense of the 
United States, without additional cooperation on the part of local interests, and 
should be undertaken and completed at the earliest possible date. The division 
engineer concurs in the views expressed by the district officer. 

The Board of Engineers for Rivers and Harbors concurs in general with the 
views of the district officer and the division engineer, but does not believe that 
it is essential to construct the proposed dike on the north side of the entrance 
channel. Omitting this work, the estimate becomes in round numbers $657,000. 

1 concur in the views of the Board of Engineers for Rivers and Harbors, and 
therefore report that the further improvement by the United States of the Lake 
Washington Ship Canal, Wash., is deemed advisable to the extent of providing 
a channel below the locks 30 feet deep at extreme low water, revetting the 
banks of the canal between the head of Salmon Bay and Lake Union, and the 
north bank between Lake Union and Lake Washington, approximately as indi¬ 
cated on accompanying maps, at an estimated cost of $657,000. 

COWLITZ AND LEWIS RIVERS, WASH. 

(A) COWLITZ RIVER. 

Location and description .—The Cowlitz River rises in the Cas¬ 
cade Range, in the State of Washington, flows westerly and southerly 
about 100 miles and empties into the Columbia River about 45 miles 
below Portland. 

Existing project. —The existing project contemplates obtaining by 
dredging a channel 50 feet wide and 4 feet deep from the mouth to 
Ostrander (9 miles) and 50 feet wide and 24 feet deep thence to 
Castle Rock (TO miles above Ostrander) ; thence by dredging, snag¬ 
ging. and the construction of a number of regulating works, a chan¬ 
nel not less than 40 feet wide and 24 feet deep at low water to To¬ 
ledo (37 miles above the mouth). The estimated cost was $31,600 
for new work and $6,000 annually for maintenance. This project 
(H. Doc. No. 1167, 60th Cong., 2d sess., with maps, and IT. Doc. No. 
404, 61st Cong., 2d sess., without maps) was adopted by the river 
and harbor act of June 25, 1910 A revised estimate of $39,100 as the 
cost of completing the project was approved June 28, 1912. The 
variation of water level due to tides is from 4 feet at the mouth to 
zero at Ostrander. 

The stretch included in the project is from Toledo to the mouth 
(37 miles). For latest published map, see House Document No. 1167, 
Sixtieth Congress, second session. 

Condition at the end of fiscal year. —The project was completed 
during the fiscal year 1914 at a cost of $34,394.29; this was $4,705.71 
less than the revised estimate of 1912. The work consisted in dredg¬ 
ing, construction of and repairs to regulating works, and the removal 
of snags and other obstructions to navigation. At the end of the 
fiscal year a maximum draft of about 24 inches, an increase of about 



508 


RIVER AND HARBOR APPROPRIATION BILL. 


10 inches, could be carried at low water to Toledo. At extreme low 
water during September and October steamboat navigation above 
Castel Rock is usually suspended. The total amount expended on 
the existing project to the end of the fiscal year was $54,416.14, of 
which $34,394.29 was for new work and $20,021.85 for maintenance. 

Local cooperation. —The existing project contains no conditions 
requiring local cooperation. Since 1898 persons interested in the 
improvement of the river have furnished the funds for and built 
a total of approximately 1,900 linear feet of pile, brush, and rock 
jetties at Monticello, Clarks, Ostrander, Old Lexington, and Big 
Sandy Bars, at an estimated cost of $8,400. 

Effect of improvement. —The channel to Toledo is navigable at a 
lower stage of water than formerly, and the period during which 
navigation is not possible and during which freight for Toledo 
must be brought in by rail to Winlock and by wagon thence to 
Toledo is thus reduced. The wagon haulage is $2.50 per ton. 

Proposed operations. —The funds available will be exhausted about 


March 4, 1917, and will be expended as follows: 

Maintenance: 

Operation of dredge Monticello and tender, 2 months_$3, 000 

Construction of and repairs to auxiliary works_ 4, 500 

Engineering and contingencies_ 700 


Total_ 8,200 

The funds for which estimate is submitted are for maintenance 
for the fiscal year ending June 30, 1918, as follows: 

Operation of dredge Monticello and tender___$3,000 

Construction of and repairs to auxiliary works_ 2, 400 

Engineering and contingencies_ 600 


Total_ 6, 000 


The estimate is larger than the average expended for maintenance 
for the last three years, but the channel has not been properly main¬ 
tained since the completion of the project in 1914 on account of 
shortage of funds. 

Commercial statistics. —The commerce during the calendar year 
1915 was principally agricultural implements, automobiles, build¬ 
ing materials, household goods, live stock, general merchandise, 
flour, mill feed, potatoes, shingles, lumber, and logs. 

Comparative statement. 


Calendar year. 

Short tons. 

Estimated 

value. 

1913. 

399,079 
221,936 
194,325 

S3,962,365 
1,997,322 
1,374,124 

1914. 

1915. 



Amount expended on all projects from June 14, 1880, to June 30, 

1916: 

New work---$39, 393. 2b 

Maintenance- 68, 205. 78 


Total- 107,599.07 

Balance available for fiscal year ending June 30, 1917_ 8, 243. 65 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for maintenance of improvement_ 6, 000. 00 


























RIVER AND HARBOR APPROPRIATION BILL. 


509 


(b.) lewis river. 

Location and description. —The Lewis River rises in the Cascade 
Range in the State of Washington, flows westerly, and empties into 
the Columbia River about 26 miles below Portland. 

Existing project. —The existing project provides for obtaining by 
dredging and by the construction of regulating works a low-water 
channel 6 feet deep and 50 feet wide to the forks (3f miles), 4 feet 
deep and 50 feet wide on the East Fork from its mouth to La Center 
(3 miles), 4 feet deep and 50 feet wide on the North Fork from its 
mouth to Woodland (3J miles), and for clearing the channel to Run¬ 
yon (23 miles above Woodland), at an estimated cost of $61,500 for 
new work and $6,000 annually for maintenance. This project (H. 
Doc. No. 28, 62d Cong., 1st sess.) was adopted by the river and harbor 
act of March 4, 1913. For latest published map of Lewis River see 
page 3557 of Annual Report for 1904. 

The variation of water level, due to tides, ranges from about 2 
feet at the mouth to 1^ feet at La Center and zero at Woodland. The 
stretches included in the project are from La Center on the East 
Fork to its mouth (3 miles) and from Runyon on the North Fork 
to the mouth of the river (about 30 miles). For latest published 
map see page 3557 of Annual Report for 1904. 

Condition at the end of fiscal year. —Dredging on the East Fork 
to the project depth was completed during the fiscal year 1914. At 
the end of the year the project was about 33 per cent completed. The 
work consisted in dredging and in the removal from the channel of 
snags and other obstructions. This has extended the period of low- 
water navigation; at the end of the year a draft of about 3 feet at 
low water could be carried to La Center on the East Fork and to 
Woodland on the North Fork. The work remaining to be done con¬ 
sists in dredging, bank revetment, and construction of auxiliary 
regulating works. The total amount expended on the existing proj¬ 
ect to the end of the fiscal year was $20,207.66, of which $11,252.76 
was for new work and $8,954.90 for maintenance. 

Local cooperation. —The improvement of the North Fork under 
the existing project is contingent upon a suitable dock and ware¬ 
house being provided at Woodland by the local authorities. This 
requirement has been met by the town of Woodland in the purchase 
of the dock and river front property formerly owned by the Lewis 
River Navigation Co. At La Center on the East Fork the dock and 
warehouse are owned by the municipal authorities and were built 
by public subscription at a cost of about $1,500. On the North Fork, 
about one-half mile below Woodland, the county authorities have 
expended approximately $10,000 on bank revetment, and the Lewis 
River Boom & Logging Co. has built three pile and brush jetties 
about 1 mile above the mouth at an estimated cost of $1,500. 

Effect of improvement. —Freight rates to La Center have been 
reduced by at least $1 per ton, the transfer and rehandling of freight 
formerly necessary during the low-water period of the East Fork 
having been eliminated. The improvement of the North Fork has 
extended the period of low-water navigation, thus absorbing the 
transfer charge of $1 per ton at Pekin Landing below Woodland. 


510 


RIVER AND HARBOR APPROPRIATION BILL. 


Proposed operations .—The funds available will be exhausted about 
March 4, 1917, and will be expended as follows: 


New work: 

Operation of dredge Monticello and tender, 2 months-$3, 000 

Construction of auxiliary works- 6, 500 

Engineering and contingencies- 900 

-—— IplU, 

Maintenance: 

Operation of dredge Monticello and tender, 2 months- 3, 000 

Engineering and contingencies- 300 

- 3,300 


Total_ 13 > 700 

The funds for which estimate is submitted are for the fiscal year 
ending June 30, 1918, as follows: 

New work: 

Operation of dredge Monticello and tender, 2 months-$3. 000 

Construction of wing dams, bank revetment, etc- 9, 300 

Engineering and contingencies- 1. 200 

- $13, 500 

Maintenance: 

Operation of dredge Monticello and tender, 2 months- 3, 000 

Construction of and repairs to wing dams- 1.100 

Engineering and contingencies- 400 

- 4.500 


Total_ 18. 000 


No maintenance under the existing project was required during 
the fiscal year 1914, as the improvement was not far enough ad¬ 
vanced. No maintenance work was done during 1915 on account of 
shortage of funds and lack of suitable plant. The amount ex¬ 
pended for maintenance during 1916 ($8,954.90) is a fair indication 
of the amount required for two years’ maintenance. 

Commercial statistics .—The commerce during the calendar year 
1915 was principally agricultural implements, building materials, 
dairy and agricultural products, flour, fruit, grain, gasoline, live 
stock, mill feed, and general merchandise. 

Comparative statement. 


Calendar year. , 

Short tons. 

Estimated 

value. 

1913. 

187,416 

$2,279,711 
1,399,557 
1,554,924 

1914. 

46'211 

1915. 

22' 525 



Amount expended on all projects from Mar. 3,1899, to June 30,1916: 

New work_$33, 504. 38 

Maintenance_ 17, 053. 28 


Total_ 50, 557. 66 

Balance evailable, for fiscal year ending June 30, 1917_ 13, 720. 06 

Amount (estimated) required to be appropriated for completion of 
existing project- 40, 000. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement_ 13, 500. 00 

— For maintenance of improvement_ 4, 500. 00 


Total_ 18, 000. 00 










































RIVER AND HARBOR APPROPRIATION BILL. 


511 


CONSOLIDATED. 

Amounted expended on all projects from June 14, 18S0, to June 30, 


1916: 

New work_$72, 897. 67 

Maintenance_ 85, 259. 06 


Total__ 158,156. 73 


Balance available for fiscal year ending June 30, 1917_ 21, 963. 71 

Amount (estimated) required to be appropriated for completion of 

existing project___ 40, 000. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For work of improvement_ 13. 500. 00 

For maintenance of improvement_ 10,500.00 


Total_ 24, 000. 00 


SKAGIT RIVER, WASH.-NEW PROJECT. 


Report of the Chief of Engineers, printed in House Document 935, 
Sixty-third Congress, second session: 


Skagit River is a tributary of Puget Sound, which it enters through Skagit 
Bay. The mouth of the river is of delta formation, the most important outlets 
being the North Fork and the South Fork. The river has been improved to the 
extent of removing snags and similar obstructions to navigation since 1882, 
under appropriations for Puget Sound and tributary waters. An independent 
project was adopted by the act approved June 25, 1910, providing for the con¬ 
struction of a training dike from the month of the South Fork across the flats 
to deep water in Saratoga Passage, regulating dikes and mattress sill near 
the head of the North Fork, and closing subsidiary channels at the delta of the 
river. Improvements are now desired at Sterling Bend, a short distance below 
Sedro Woolley, where a cut-off occurred in 1911, greatly disturbing the regimen 
of the stream, and at Skagit City bar, a short distance belw Skagit City, where 
the river is wide and shallow. The results of the survey show an unstable 
condition of the river in the vicinity of the cut-off and indicate that it would 


be impracticable to improve the river at this point so as to provide useful navi¬ 
gation at reasonable cost, and the district officer therefore expresses the opinion 
that no work of improvement should be undertaken by the United States at 
this locality further than already carried on under the project for improving 
Puget Sound and its tributary waters. He presents a plan for the improve¬ 
ment of Skagit City bar by the construction of about 6.200 feet of dike to 
concentrate the flow, at an estimated cost of $61,500 and $o,000 annually for 
maintenance. Practically all of the commerce of the river is affected by the 
shoal condition at this bar, and the district officer reports that in his opinion it 
is advisable to undertake this work, provided local interests cooperate to the 
extent of undertaking any bank protection that may be required for the main¬ 
tenance of the dikes or ievees which have been built by local interests along 
the banks of the stream. The division engineer concurs with the views of the 

district officer. , T> , « • 

These reports have been referred, as required by law, to the Board of Engi¬ 
neers for Rivers and Harbors, and attention is invited to its report herewith, 
dated April 21, 1914. The board believes that the amount of commerce justifies 
the improvement of this bar by combined dredging operations and training 
walls, but it believes that the main reliance should be placed upon dredging, 
and that training walls should be used only to supplement the dredging and to 
restrain the dredginng spoils, experience to serve as a guide as to the 
location and extent of construction of the training walls, as suggested 
district officer. It therefore recommends that the existing project for the 
River be modified so as to include the improvement of Skagit City bar as out¬ 
lined above, at a cost not exceeding $30,000. . . 

I concur with the views of the Board of Engineers for Rivers and Harbors, 
and therefore report that it is deemed advisable to modify the existing project 


actual 
by the 
Skagit 
















512 


RIVER AND HARBOR APPROPRIATION BILL. 


for improvement of Skagit River, Wash., to include the improvement of Skagit 
City bar by combined dredging operations and training walls, in the manner 
proposed by the board as expressed above, at a cost not exceeding $30,000. 

SKAMOKAWA CREEK, WASH.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 111, 
Sixty-third Congress, first session: 

Skamokawa Creek rises in the heavily timbered hills lying to the north of 
the Columbia River, and empties into that river at a point about 34 miles from 
the mouth and at the lower end of Steamboat Slough, an arm of the Columbia. 
The creek has three branches which unite about 14 miles above its mouth. 
These branches are too small and crooked for any navigation, but the lower 
portion of Skamokawa Creek below the forks is a tidal slough having channel 
depths of 2£ to 6 feet at low water from Steamboat Slough to Brooks Slough 
and depths of 1 to 10 feet thence to the forks. The district officer states that 
interested parties desire a channel about 150 feet wide and 20 feet deep at low 
water at the lower entrance to Steamboat Slough and a channel about 75 feet 
wide on the bottom with a depth of about 64 feet across the bar from the mouth 
of Brooks Slough to Steamboat Slough. He ffnds no commercial need for the 
proposed deepening to 20 feet of the channel at the lower entrance to Steam¬ 
boat Slough and therefore does not recommend this improvement. It appears 
that on account of the shallow bar in Skamokawa Creek between Steamboat 
Slough and Brooks Slough boats engaged in towing logs are seriously delayed 
and inconvenienced. The cost of dredging a channel through this bar 75 feet 
wide on the bottom and 64 feet deep at low water is estimated by the district 
officer at $1,800, with $600 per annum for maintenance. In view of the moderate 
cost of the work and the probable benefits to result therefrom, he is of opinion 
that it is advisable for the United States to undertake the improvement. The 
division engineer concurs with the views of the district officer. 

I concur in general with the views of the district officer, the division engi¬ 
neer, and the Board of Engineers for Rivers and Harbors, and therefore, in 
carrying out the instructions of Congress, I report as follows: That the im¬ 
provement by the United States of Skamokawa Creek, Wash., is deemed ad¬ 
visable so far as to secure an available channel depth of 64 feet and a width 
of 75 feet, increased at entrances and on curves, across the bar from the mouth 
of Brooks Slough to Steamboat Slough, following in general the methods 
described in the report of the district officer, at an estimated cost of $1,800 
for first construction and $600 annually for maintenance. 

GRAYS RIVER, WASH. 

Location and description. —Grays River rises in the Coast Range 
in the State of Washington, flows southwesterly about 30 miles, and 
empties into Grays Bay, in the estuary of the Columbia River nearly 
opposite the city of Astoria. 

Existing project. —The existing project provides for the removal 
of snags and other obstructions from the channel and overhanging 
trees from the banks between the mouth and the town of Grays River 
(8 miles), at a cost of $2,500. No estimate for maintenance is given. 
This project (River and Harbor Committee Doc. No. 1, 59th Cong., 
2d sess.) was adopted by the river and harbor act of March 2, 1907. 
Tidal changes vary from 5 to 8 feet at the mouth to about 2 feet less 
at the town. 

Condition at the end of fiscal year. —The project was completed 
during the fiscal year 1909 at the estimated cost of $2,500. The work 
consisted in the removal of snags from the channel and overhanging 
trees from the banks and in scraping some of the shoals. At the end 
of the fiscal year there was a good navigable channel to the town of 
Grays River, over which a maximum draft of about 3 feet could be 


RIVER AND HARBOR APPROPRIATION BILL. 


513 


carried at mean low water. The total amount expended on the ex¬ 
isting project to the end of the fiscal year was $3,857.23, of which 
$2,500 was for new work and $1,357.23 for maintenance. 

Effect of improvement .—Freight rates are not materially affected, 
but the channel is safe and easy of navigation at a lower stage of 
water than prior to the improvement. 

Proposed operations .—The funds available will be exhausted about 
June 30, 1917, and will be expended for maintenance, as follows: 


Snagging and removing overhanging trees from banks_'_$640 

The funds for which estimate is submitted are for maintenance 
for the fiscal year ending June 30, 1918, as follows: 

Snagging and removing overhanging trees from banks_$500 


This amount is larger than the average expended for maintenance 
for the last three years, but it is the minimum amount that can profit¬ 
ably be expended. 

Commercial statistics .—The commerce during the calendar year 
1915 was principally agricultural and dairy products, general mer¬ 
chandise, building materials, iron and steel, fuel oil, live stock, 
shingles, lumber, and logs. 

Com pa rat ire statem cut. 


Calendar year. 

Short tons. 

Estimated 

value. 

1913. 

194,264 

SI, 123, 795 
1,034,536 
663,993 

1914. 

143,337 
59,618 

1915. 



Amount expended on all projects from Mar. 2, 1907, to June 30, 1916: 

New work__ $2, 500. 00 

Maintenance_ 1, 357. 23 


Total_ 3, 857. 23 


Balance available for fiscal year ending June 30, 1917_ 642. 77 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 500. 00 

LAKE RIVER, WASH.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
1176, Sixty-third Congress, second session: 

Lake River is a tributary of Columbia River, which it enters near the mouth 
of Lewis River about 26 miles below Portland, Oreg. It has a total length of 
about 11 miles. Ridgefield, about 3 miles above the mouth, is the head of 
regular steamboat navigation. Below this point there is a low-water depth of 
not less than 6 feet except at the mouth, where the depth is about 3J feet. The 
district officer submits a plan providing for a channel in Lake River 50 feet 
wide and 6 feet deep at low water, and a channel in Bachelors Slough 50 feet 
wide and 4 feet deep at low water, with necessary snagging, at an estimated 
cost of $4,850, the cost of the two improvements separately being approximately 
$1,600 for Lake River and $3,250 for Bachelors Slough. He expresses the opin¬ 
ion that the locality is worthy of improvement to this extent. 

These reports have been referred, as requird by law, to the Board of En¬ 
gineers for Rivers and Harbors, and attention is invited to its report herewith 
dated September 15, 1914. From its study of the subject, the board reaches the 

LI. Rept. 1289, 64 2-33 
























514 


RIVER AND HARBOR APPROPRIATION BILL. 


conclusion that the cost of the work in Bachelors Slough is excessive when com¬ 
pared with the probable resulting benefits, and that a channel through this 
slough, while convenient, is not essential for the boats engaged in traffic on 
Lake River, as that stream is accessible at its mouth from the Columbia River. 
The board concurs with the district officer* however, in the opinion that it is 
advisable to undertake the improvement of Lake River, in the manner proposed, 
at an estimated cost of $1,600. 

I concur with the views of the Board of Engineers for Rivers and Harbors, 
and therefore report that the improvement by the United States of Lake River, 
Wash., is deemed advisable to the extent of providing a channel 50 feet wide and 
6 feet deep at low water, from the mouth to Ridgefield, at an estimated cost of 
$1,600 for first construction and $500 annually for maintenance. 

PUGET SOUND AND ITS TRIBUTARY WATERS, WASH. 

Location and description. —Puget Sound is an arm of the Pacific 
Ocean, located in the western part of the State of Washington. 
This improvement includes maintenance work on all the larger rivers 
emptying into Puget Sound, the principal ones being the Skagit, 
Snohomish, Snoqualmie, Skykomish, Stilaquamish, Nooksak, Puyal¬ 
lup, and Duwamish, and connecting navigable sloughs. 

Existing project .—The present project was adopted by the river 
and harbor act of July 13, 1892, and contemplates maintenance work 
on the rivers tributary to Puget Sound by snagging and dredging. 
The latest map of the locality is published in Annual Report of the 
Chief of Engineers for fiscal year 1913. 

Condition at the end of fiscal year. —The work has consisted of 
snagging and dredging in the principal tributaries of Puget Sound. 
The snag boat Skagit , constructed in 1883, was operated practically 
continuously to March 1, 1915, when she was dismantled and sold. 
The snag boat Swinomish , constructed under contract, was placed 
in operation on March 1, 1915, and snagging was carried on in 
rivers and sloughs tributary to Puget Sound and dredging was done 
to restore channel depths. No permanent results are obtainable, 
but the maintenance of existing channels requires continuous opera¬ 
tion of the boat. A dike has been built at Hat Slough to reduce the 
flow from that outlet of the Stilaguamish River, and a low-water 
dike was built at the north fork of the Skagit River to reduce the 
stream flow through that mouth and reduce deterioration of the 
south channel of the Skagit. Repairs to these dikes have been made 
as necessary. The total expenditures, under the existing project, 
are $43,336.92 for new work and $411,204.13 for maintenance, making 
a total of $454,541.05. 

Local cooperation. —There has been no local cooperation on this 
work. 

Effect of improvement. —There has been no direct effect on freight 
rates, but the snagging and dredging by the snag boat has kept the 
rivers open to navigation for steamers and for the towing and raft¬ 
ing of timber. 

Proposed operations. —The snag boat Swinomish will be operated 
on Puget Sound and its tributary waters as may be necessary to 
maintain existing channels. Funds now available will be expended 
in operation of the boat by March 1, 1917. The funds for which 
estimate of $25,000 is submitted will be required for operating the 
snag boat between March 1. 1917, and June 30, 1918. The normal 
cost of operation of the snag boat is $1,500 per month. 


RIVER AND HARBOR APPROPRIATION BILL. 


515 


Commercial statistics .—The water traffic on Puget Sound and its 
tributary waters is very large and is rapidly growing. It includes 
vessels of about every type and size in use throughout the world. 
The foreign commerce consists mostly of the exportation of lumber, 
grain, fish, flour, and dairy products, and the importation of tea, 
silks, and hemp. 

Comparative statement of commerce of tributary waters not included in statis¬ 
tics for specific improvements. 


Calendar year. 

Short tons. 

Value. 

1913. 

105,329 

SI, 084,813 
815,039 
543,161 

1914. 

113', 990 
55,057 

1915. 



Amount expended on all projects from August 2, 1882, to .Tune 30, 

1010: 

New work_$43,330.92 

Maintenance;_*___ 478, 699. 71 

Total_ 522,036.03 

July 1, 1916, balance unexpended-—-— 18,058.62 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 25,000.00 


APOON MOUTH, YUKON RIVER, ALASKA.-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 
No. 991, Sixty-third Congress, second session: 

The Apoon mouth is the most easterly of the delta channels into which the 
Yukon River divides, and is used by all vessels plying between points on the 
river and the port of St. Michael. The original and existing project for 
improvement of this branch of the river, adopted by the act approved July 25, 
1912 provides for a channel 6 feet deep at mean low water, 150 feet wide 
through the bars, and 200 feet wide at the bends. The present improvement 
extends to the mouth of Pastolik River, and the improvement contemplated by 
the act is understood by the district officer to extend from the mouth of that 
river to deep water for river vessels, or to a depth of approximately 6 feet below 
mean lower low water. He states that not only would the first cost of a suitable 
channel across these extensive flats at the mouth of the river be excessive, but 
its maintenance would also be impracticable within reasonable limits of cost. 
He therefore expresses the opinion that the additional improvement now pro¬ 
posed is not worthy of being undertaken by the General Government, and in 

this view the division engineer concurs. . , , , ^ ^ T> . . 

These reports have been referred, as required by law, to the Board of 
Engineers for Rivers and Harbors, and attention is invited to its report here¬ 
with, dated May 6, 1914. At a hearing held by the board on February 24, 
1914' interested parties expressed a desire for the widening of the channel at 
tile turn opposite the mouth of the Pastolik River, the removal of such shoaling 
ns had occurred in the improved reaches, and the dredging of a shallow channel 
through the so-called “hogback” or crest of the shoal a short distance beyond 
the month of the river, and these improvements are discussed in the supple¬ 
mental report of the district officer, dated April 17, 1914. The board states 
that the work of restoring the channel where dredging has been done, and of 
casing the point complained of, can be done under the existing project with 
funds now on hand. The removal of the “hogback” would be new work, and 
its cost is considered excessive when compared with resulting benefits. ^ The 
board therefore expresses the opinion that it is not advisable for the I nited 






















516 


RIVER AND HARBOR APPROPRIATION BILL. 


States to undertake the improvement of this locality to a greater extent than 
is authorized by the existing project. 

After due consideration of the above-mentioned reports, I can not concur 
with them in their limitation. I think that it would be justifiable to go further 
in the improvements than the local eningeer and the Board of Engineers for 
Rivers and Harbors have recommended. I have been in Alaska and am 
familiar with the character of the navigation on the Yukon, and know that the 
improvement is a vital one, and it affects the welfare of the whole Territory. 
Ocean navigation must end at St. Michael, and there the mode of transporta¬ 
tion must be changed from ocean steamers to river steamboats and barges. 
These are light, fragile structures, such as are found on the tributaries of the 
Mississippi River. The trip of a steamboat towing barges and carrying freight 
and passengers from St. Michael to the Yukon River is not without peril, 
and the danger is augmented if it reaches the Apoon Pass and is not able to 
enter the sheltered waters in the river, but is forced to wait for favorable con¬ 
ditions of wind and tide. An increase of depth a foot or two is of the greatest 
value and importance to such vessels, and may determine the question of suc¬ 
cess or failure of a transportation line. All work is expensive in Alaska, and 
any improvement in transportation facilities is valuable in proportion to the 
increased cost of everything there. 

I am of the opinion that such expenditure would be justificable as is neces¬ 
sary to provide for the removal of such shoaling as has occurred in the im¬ 
proved reaches, and for widening and straightening the channel at the turn 
opposite the mouth of the Pastolik River, and for dredging a channel through 
the so-called “ hogback ” a short distance beyond the mouth of the river. From 
the district officer’s supplemental report of April 17, 1914, it appears that the 
cost of dredging a channel through the “ hogback ” sufficiently deep to permit 
the dredge, which draws 6 feet, to work, and of a width of from 250 feet to 
300 feet, would be about $45,000. In my opinion, the expenditure of this 
amount is advisable under the conditions which prevail at the locality, and I 
therefore recommend that this amount be appropriated for this purpose. 

HONOLULU HARBOR ( KALILI I CHANNEL), HAWAII-NEW PROJECT. 

Report of the Chief of Engineers, printed in House Document 392, 
Sixty-fourth Congress, first session. 

Kalihi Harbor is a shallow basin west of Honolulu Harbor and connected 
with it by a passage known as the “ Reserved Channel.” It lias direct connec¬ 
tion with the ocean through Kalihi Channel, an opening of considerable depth 
through the reef. The district officer states that the improvement of Kalihi 
Harbor is desired, not for the purpose of establishing a new and distinct port, 
but in order to provide increased harbor facilities for Honolulu. The existing 
space for berthing and turning vessels has become considerably congested, and 
additional deep-water area is needed to render the harbor safe and convenient for 
the maneuvering of vessels and for the establishment of additional wharves. In 
the report on survey the district officer submits a project for a channel 600 feet 
wide and 35 feet deep at mean lower low water, with a turning basin in Kapa- 
lama Basin. In the supplemental report of his successor, dated November 30, 
1914, two plans are submitted for a modified project along lines suggested by 
the Board of Engineers for Rivers and Harbors. Each plan contemplates a 
channel 800 feet wide and 35 feet deep at mean lower low water, extending from 
Honolulu Harbor through the “ Reserved Channel ” to Kapalama Basin, the only 
essential difference being that project No. 2 provides for a wider entrance than 
project No. 1. The estimates are $1,535,000 for project No. 1 and $1,779,000 for 
project No. 2. The district officer states that a section only 1,000 feet in length 
should be immediately provided to meet present needs, leaving the remainder 
to be undertaken when required. The estimated cost of the proposed 1,000-foot 
section under project No. 1 is $439,000, and under project No. 2, $683,000. He 
recommends the adoption of project No. 2. The division engineer concurs in 
general with the views of the district officer. 

The Board of Engineers for Rivers and Harbors concurs with the district offi¬ 
cer and the division engineer regarding the need for increased facilities at this 
port, but favors the adoption of project No. 1, limiting the work for the present 
to the first 1,000 feet. 


RIVER AND HARBOR APPROPRIATION BILL. 


517 


I concur in general with the views of the Board of Engineers for Rivers and 
Harbors, and therefore report that the improvement by the United States of 
Kalihi Harbor, Honolulu, Hawaii, is deemed advisable to the extent of providing 
a channel 800 feet wide and 35 feet deep at mean lower low water, extending 
L000 feet from Honolulu Harbor along the “ Reserved Channel ” toward the 
Kapalama Basin, in accordance with project No. 1, as shown on accompanying 
map, at an estimated cost of $439,000 for construction and $0,000 annually for 
maintenance. It is further recommended that authority be given for the pur¬ 
chase or construction of a Government-owned dredge, if suitable prices for the 
work can not be secured. 

Under the advice of the engineer officer who came before the com¬ 
mittee, the balance on hand of appropriation heretofore made for 
Honolnln Harbor is made available for this work. 

HILO HARBOR, HAWAII. 

Location and description .—East coast of island of Hawaii about 
200 miles southeast from Honolulu and about 100 miles S. 41° E. 
from Kahului. Harbor protected by a breakwater. Open road¬ 
stead. 

Existing project. —The improvement of this locality was author¬ 
ized by the river and harbor act approved March 2, 1907, in accord¬ 
ance with a report (H. Doc. No. 407, 59th Cong., 2d sess.) which 
contemplated the construction, at an estimated cost of $1,700,000, of 
a rubble-mound breakwater starting at a point near Cocoanut Island 
and extending along Blonde Reef for about 7,000 feet, for the pur¬ 
pose of protecting the harbor and anchorage of Hilo. The act pro¬ 
vided, however, that, in the discretion of the Secretary of War, this 
plan might be modified as to the location and extent of the break¬ 
water. Further modification of the improvement was authorized by 
the river and harbor act approved July 25, 1912, to provide for 
dredging to a depth of 35 feet at mean lower low water the entrance 
to Kuhio Bay, a tributary of Hilo Bay, at an estimated cost of 
$76,000 (H. Doc. No. 417, 62d Cong., 2d sess.), it being understood, 
however, that this dredging should not increase the ultimate cost of 
the improvement. As finally located, the breakwater extends from 
a point on shore about 6.000 feet east of Cocoanut Island, so as to 
include Kuhio Bay in the protected area, and will be projected as 
far as can be done without increasing the original limit of cost of 
the work, an estimated distance of about 8,000 feet. The mean tidal 
range is 2.3 feet. 

Condition at end of fiscal year. —The project is 49 per cent com¬ 
pleted; 3,650 feet of breakwater has been completed and the shoals 
at the entrance £o Kuhio Bay have been removed. The minimum 
depth in this bay at mean lower low water is now 33 feet. The total 
expenditures under the existing project to date have been $863,841.81; 
all for new work. 

Local cooperation. —Since the adoption of the project by the 
United States the territory has constructed a wharf at the head of 
Kuhio Bay at the following cost: 

Dredging_'I 547 * 990. 00 

Filling _ 64, 949. 00 

Wharf construction- 126, 828. 07 

Wharf-shed construction- 37, 755. 80 

Conveyor system- 1» 431. 82 







518 


RIVER AND HARBOR APPROPRIATION BILL. 


Uncompleted contracts in force: 

Wharf shed_$14,942.41 

Conveyor system_ 3, 080. 07 

Shed_ 16, 801. 05 

Maintenance and additions_ 6,151.75 


Total_319. 931. 17 


Effect of improvement. —A Territorial wharf has been completed 
at the head of Kuhio Bay, but is not being used, as it is claimed that 
currents or swells make it dangerous for vessels to lie at the wharf. 
An investigation is now being made to determine whether these cur¬ 
rents exist and the effect that the completion of the breakwater will 
have. To date the breakwater has not affected the freight rates. 

Proposed operations. —Work will be continued on the breakwater 
under the present contract in building the superstructure on the 
present completed substructure and in extending the breakwater as 
far as funds will permit. It is expected that all available funds 
will be expended during the fiscal year ending June 30, 1917. With 
the funds now asked for it is proposed to complete the breakwater 
in accordance with the approved project. It is recommended that 
$150,000 of the $524,000 required to complete the project be appro¬ 
priated with a continuing-contract provision for the balance re¬ 
quested, or $374,000. 

Commercial statistics. —Sugar is the main export, while the im¬ 
ports are varied and consist of manufactured goods, foodstuffs, fuel, 
fertilizer, fodder, and building material, etc. The value of the com¬ 
merce has increased from $6,623,454 in 1906 to $29,194,940 in 1915. 


Comparative statement. 


Calendar year. 

1 Tons. j 

Value. 

1913 . 

1914 . 

1915 . 


. 428,417 

$22,263,041 

24,290,536 

29,194,940 


Amount expended on all projects from Mar. 2, 1909, to June 30. 

1916: New work_$863,841.81 

July 1, 1916, balance available_ 23, 258.18 

Amount (estimated) required to be appropriated for completion 

of existing project_ 524, 000. 00 

Amount that can be profitably expended in fiscal year ending June 
30, 1918, for works of improvement_ 150, 000. 00 


KAIIULUI HARBOR, HAWAII. 

Location and description. —North coast of island of Maui, about 
110 miles by water S. 18° E. from Honolulu and about 100 miles by 
water N. 41° W. from Hilo. Dredged inlet in coral reef having a 
general width of 700 feet and an area of about 25 acres protected 
from the prevailing winds by a breakwater, and having a depth of 
35 feet or over at mean lower low tide. 

Existing project. —The existing project was adopted by the river 
and harbor act of June 25, 1910, in accordance with a report which 
provided for the following improvements: 

(«) Extend an existing breakwater to American Girl Bock. 




















RIVER AND HARBOR APPROPRIATION BILL. 


519 


(b) Dredge to a depth of 35 feet, mean lower low water, the area 
in the eastern part of the harbor to a line about 68 feet from and 
parallel to the bulkhead line. 

(c) Dredge to a depth of 35 feet, mean lower low water, the area 
in the western part of the harbor, so as to give the harbor an average 
width of about 700 feet. 

The cost of the project, estimated $375,000 in 1910, was increased 
in 1912 to $400,000; no estimate was submitted for maintenance. 
(See H. Doc. No. 593, 61st Cong., 2d sess.) The mean tidal range 
is 2.4 feet. The breakwater is a rubble mound. 

The project has been modified by the river and harbor act of July 
27, 1916, in which Congress appropriated $100,000 and authorized 
$150,000 additional for the construction of a west breakwater, as 
recommended in House Document No. 1330, Sixty-second Congress, 
third session. 

Condition at the end of fiscal year. —The project has been com¬ 
pleted, and the breakwater is in good condition, but the shoaling con¬ 
tinues over the entire dredge area. The harbor now has a general 
width of 700 feet or an area of about 25 acres with a minimum depth 
of 35 feet at mean lower low tide and protected from the prevailing 
winds by a breakwater 2,200 feet long. Total expenditures under 
existing project to end of fiscal year have been $390,291.90 for new 
work and $26,974.95 for maintenance, a total of $417,266.85. The 
project was completed during the fiscal year 1914. 

Local cooperation. —The present projects was adopted subject to 
the following conditions, as set forth in the project document: 

1. That the Kahului Railway Co. cede to the United States, free of cost, any 
rights it may have in the existing breakwater, and agree to make no claim for 
reimbursement for work done by it in constructing the breakwater or in im¬ 
proving the harbor. 

2. That provision be made for a public street of proper width giving access 
to wharf. 

The above conditions have been complied with. 

For statement furnished by the Kahului Railway Co. showing 
work done by them, at a total cost of $304,784.33, see page 1591 of the 
Annual Report for 1915. 

Effect of improvement. —The loading of vessels is no longer inter¬ 
rupted by heavy seas, except during severe storms from the north. 
The effect on freight rates is not known. 

Proposed operations. —It is proposed to expend the funds available 
June 30, 1916, together with the funds estimated for the fiscal year 
ending June 30, x 1918, in redredging, under contract, such shoals as 
interfere with commerce and repairing the breakwater as exigencies 
arise, and to enter into a contract for the expenditure of $100,000 
appropriated Juty 27, 1916, together with the $150,000 authorized by 
same act, in the construction of the west breakwater. 

Commercial statistics. —Sugar is the principal export, while the 
imports are varied, consisting principally of foodstuffs, building ma¬ 
terial, fertilizers, live stock, etc. The usual limit of draft of boats 
using the harbor is 32 feet. 

The inventoried valued of the commerce has increased from 
$1,800,000 in 1908 to $18,311,484 in 1915. 


520 


RIVER AND HARBOR APPROPRIATION BILL. 


Comparative statement. 


Calendar year. 

Short tons. 

Value. 

1913. 

229,826 
213,667 
254,975 

$10,369,361 
13,255,317 
18,311,484 

1914. . 




Amount expended on sill projects from June 25, 1910. to June 30, 

1916 : 

New work_ $390,291.90 

Maintenance_ 26, 974. 95 


Total_ 417,266.85 


Balance available for fiscal year ending June 30, 1917_ 112, 734. 65 

Amount of continuing-contract authorization, act of July 27, 1916_ 150, 000. 00 

Amount yet to be appropriated_ 150, 000. 00 

Amount (estimated) required to be appropriated for completion 
of existing project_1_•_ 150, 000. 00 


Amount that can be profitably expended in fiscal year ending June 
30, 1918: 

For works of improvement (sundry civil bill)_ 100.000.00 

For maintenance of improvement_ 10, 000. 00 


Total_ 110. 000. 00 


SAN .TUAN IIARBOR, P. R. 

Location and description .—San Juan Harbor is on the north coast 
of Porto Rico and is the principal harbor of that island. It is 1.380 
nautical miles south-southeast from New York, N. Y., and 1,000 
nautical miles east-southeast from Key West, Fla. The harbor is a 
sheltered bay. 

Existing project .—The existing project provides for rock excava¬ 
tion and dredging to obtain a channel 600 feet wide and 30 feet deep 
at mean low water at the entrance, thence a channel of the same 
depth and 500 feet wide along the main fairway to a point opposite 
the city of San Juan, a distance of 1| miles; dredging an area of 
82.4 acres to a depth of 30 feet and one of 14.5 acres to a depth of 
24 feet within the harbor proper opposite the city. The mean tidal 
variation is 1.1 feet. The report on which the project was based is 
published as House Document No. 914, Fifty-ninth Congress, first 
session. The project recommended therein was estimated to cost 
$850,000 and from $15,000 to $30,000 per year for maintenance. The 
plan, however, was slightly modified by the river and harbor act 
approved March 2, 1907, in adopting the project, and as thus modi¬ 
fied was estimated to cost $757,500. The latest published map is 
contained in House Document No. 865, Sixty-third Congress, second 
session. 

Condition at the end of fiscal year .—The project was completed in 
February, 1911. Subsequent shoaling has reduced the depth of the 
entrance channel from 30 to 28 feet, and this channel is now consid¬ 
ered available at mean low water for vessels drawing 27 feet of water 
or less. Along the edges of the areas dredged in the interior harbor a 
slight and unimportant shoaling has occurred. The net results are 
that the entrance channel has been deepened from 25 to 28 feet and 
widened from 400 to 500 feet and the areas in the inner harbor avail- 


























IlIVER AND HARBOR APPROPRIATION BILL. 


521 


able for deep-draft vessels have been materially increased. The ex¬ 
penditures under the existing project have been: For new work, $747,- 
684.28; for maintenance, $35,341.78; total, $783,026.06. As compared 
with the original estimate of cost, $757,500 for new work, there was a 
saving of $9,815.72. 

Local cooperation .—No local cooperation has been require 1 by law. 
An organization known as the San Juan Harbor Board has been pro¬ 
vided by the local government. This board has undertaken the con¬ 
struction of a concrete bulkhead, 2,750 feet in length, and so built that 
vessels may lie alongside. This bulkhead will be provided with 
warehouses, railroad connections, and other facilities for handling 
cargoes, and will be open to all on equal terms. The total cost is esti¬ 
mated at $371,000, which was provided by the local government. At 
the close of the fiscal }^ear this work was completed, with the exception 
of warehouses and rail connections and 500 feet on the western end, 
which the harbor board has decided to omit. Three privately owned 
wharves are open to all comers on equal terms. 

Effect of improvement .—The movement of larger steamers, which 
have increased in number, has been facilitated, additional steam¬ 
boat lines have been established, and a reduction in freight rates, 
especially between the United States and the island, has been noted. 

Proposed operations. —No operations are contemplated other than 
the supervision of structures in navigable waters in Porto Kico, minor 
surveys, and the care and maintenance of buildings and grounds as¬ 
signed to the Engineer Department by proclamation of 1912. The 
entrance channel has shoaled in places from its dredged depth of 30 
feet to 28 feet at mean low water and there has been a slight shoaling 
along the edges of the interior harbor. The deterioration at this time 
is not considered serious and no estimate for redredging is submitted. 
It is proposed to apply the balance of funds available in supervising 
structures in navigable waters in Porto Pico, surveys, etc. These 
funds will be expended by June 30, 1917. 

It is proposed to apply the funds estimated as required for the fiscal 
year ending June 30, 1918, for supervision of structures in navigable 
waters in Porto Eico, surveys, etc., as follows: 

Maintenance of office at San Juan, P. R., for salaries of employees, etc., 

12 months, at $800 per month-$9, 600 

Contingencies-- 400 

Total_10,000 

Commercial statistics. —A careful comparison, covering several 
years, made between the amounts reported by the customs authorities 
for the whole island and those for San Juan Harbor alone indicates 
that the amount of commerce for San Juan Harbor averaged for the 
past 13 years about 55 per cent of that for the whole island. At this 
rate the value and tonnage of the commerce for San Juan Harbor was 
as follows: 

Comparative statement. 


Fiscal year. 

Short tons. 

Value. 


432,000 

$34,019,000 


543,000 

43,730,252 


541,422 

45,782,661 

























522 


RIVER AND HARBOR APPROPRIATION BILL. 


The principal items exported were sugar, tobacco, and fruit. The 
principal imports were foodstuffs, cotton goods, coal, lumber, ma¬ 
chinery, etc. 


Amount expended on all projects to June 30, 1916: 

New work_$747, 684. 28 

Maintenance_ 35, 341. 78 


Total_ 783, 026. 06 


Balance available for fiscal year ending June 30, 1917_ 12,161. 63 

Amount that can be profitably expended in fiscal year ending June 

30, 1918, for maintenance of improvement_ 10, 000. 00 


EXAMINATIONS, SURVEYS, AND CONTINGENCIES OF RIVERS AND HARBORS. 

For examinations, surve} r s, and contingencies, and for incidental 
repairs for rivers and harbors, for which there may be no special 
appropriation, an appropriation of $350,000 should be made. 










INDEX 


A. Page. 

Absecon Inlet, N. J. 59 

Agate Bay, Minn. 416 

Alabama River, Ala. 224 

Alloway Creek, N. J. . ... 70 

Alpena Harbor, Mich. 386 

Altamaha River, Ga. 172 

Amite River, La. 261 

Anaeortes Harbor. Wash. 502 

Anahuac Channel, Tex. 296 

Anclote River, Fla. 209 

Apalachicola Bay. Fla. 191 

Apalachicola River, Fla. 212,217 

Apoon Mouth of Yukon, Alaska. 515 

Appomattox River, Ya.. 120,121 

Appropriations. 1, 3,6 

Aransas Pass, Tex... 287, 307, 311 

Arkansas River, Ark. 320 

Ashland Harbor, Wis. 398 

Ashley River, S. C. 155 

Ashtabula Harbor, Ohio. 358, 361 

Atchafalaya River, La. 275 

B. 

Bay Ridge and Red Hook Channels, N. Y. 45 

Baltimore Harbor. 99,101 

Bastrop Bayou, Tex. 303 

Baudette Harbor, Minn. 416 

Bayou Bastrop, Tex. 295 

Bayou Grosetete, La. 277 

Bayou Teche, La. 251 

Bayou Terrebonne, La. 274 

Bayou Vermilion, La. 267 

Beaufort Harbor, N C. 129,131,163 

Beaufort Inlet to Pamlico Sound, N. C., waterway. 143 

Beaufort Inlet, N. C. 131 

Beverly Harbor, Mass. 10 

Big Annemessex River, Md. 107 

Big Sunflower River, Miss. 242 

Biscayne Bay, Fla. 182 

Black River, Ark., and La. 318 

Black River, Ark. and Mo. 319 

Black River, N. C. 146 

Black Rock Harbor, N. Y. 47 

Boca Ceiga Bay. Fla. 185 

Boston Harbor. Mass. 11 

Brazos River, Tex. 309 

Bridgeport Harbor, Conn. 23 

Broadkill Kiver, Del. 91 

Brunswick Harbor, Ga. 168,169 

C. 

Calcasieu River, La. 259 

California Debris Commission. 475 

Caloosahatchee River, Fla. 204 

Calumet Harbor, Ill. 420,422 

Calumet River, Ill. and Ind. 424 

Cape Fear River: 

Above Wilmington, N. C. 148 

Below Wilmington, N. C. 149 

Cape Lookout Harbor, N. C. 129 

Cedar Bayou, Tex. 299 

Champlain Lake, narrows of. 8, 9 

Charleston Harbor, S. C.. 154,157 

Charlevoix Harbor, Mich. 384 


523 






























































524 


INDEX 


Chefuncte River, La. 

Chesapeake & Delaware Canal, Del. and Md. 

Chicago Harbor and River, Ill. 

Chickasahay River, Miss. 

Chincoteague Inlet and Bay, Va. 

Chipola River, Fla. 

Chocolate Bayou, Tex. 

Choctawhatchee River, Fla. and Ala. 

Claiborne Harbor, Md. 

Clatskanie River, Oreg. 

Clear Creek, Tex. 

Cleveland Harbor, Ohio. 

Clinton River, Mich. 

Cohansey River, N. J. 

Cold water River, Miss.. 

Colorado River, Tex. 

Columbia and Lower Willamette, Oreg. 

Columbia River above Celilo Falls, Oreg. and Wash.. 

Columbia River mouth. 

Conecuh River, Fla. and Ala. 

Congaree River, S. C. 

Conneaut Harbor, Ohio. 

Connecticut River, Conn. 

Contentnia Creek, N. C. 

Continuing contracts. 

Cooper River, N. J. 

Coos Bay, Oreg. 

Coos River, Oreg. 

Corpus Christi Harbor, Tex., channel to Aransas Pass 

Corsica River, Md. 

Cowlitz River, Wash. 

Crescent City Harbor, Cal. 

Cumberland River: 

Above Nashville, Tenn. 

Below Nashville, Tenn. 

Current River, Ark. and Mo. 

Cypress Bayou, Tex. and La. 

D. 

Darien Harbor, Ga. 

Depere Harbor, Wis. 

Delaware Bay, Del. 

Delaware River, Pa., Del., and N. J. 

Delaware and Chesapeake Canal, Del. and Md. 

Dickinson Bayou, Tex. 

Double Bayou, Tex. 

Duluth Harbor, Minn. 

E. 

East Chester Creek, N. Y. 

East Pearl River, Miss. 

East River and Hell Gate, N. Y. 

Escambia River, Fla. and Ala. 

Examinations. 

Expenditures.. 

F. 

Fairport Harbor, Ohio. 

Falia, Bogue, La. 

Fancy Bluff Creek, Ga.. 

Fernandina Harbor, Fla.. 

Frankfort Harbor, Mich.. 

Freeport Harbor, Tex.. 

G. 

Galveston Channel, Tex. 

Galveston Harbor, Tex. 

Gasconade River, Mo. 

Grand Haven Harbor, Mich. 


Page. 
.. 261 
95 

. 422 

. 236 

94 

212, 214 
. 302 

. 218 
. 103 

501, 502 
. 300 

. 354 

. 394 

71 

. 240 

. 316 

. 495 

. 490 

. 498 

. 220 
159,160 
. 361 

31 

. 139 

5 
64 
477 
. 481 

. 311 

. 107 

. 507 

. 468 


330, 332 
. 333 

. 325 

. 316 


. 166 

. 399 

. 92 

77, 81, 83, 85 

. 95 

. 301 

. 295 

... 409,412 


52 

238 

54 

220 

522 

6 


357 

261 

176 

178 

382 

310 


283 

281 

440 

374 






























































INDEX 


525 


Grand Marais harbor of refuge, Mich. 

Grand River, La. 

Grays Harbor, Wash. 

Grays River, Wash. 

Great Lakes, channel in waters connecting 

Great Pedee River, S. C. 

Great Sodus Bay, N. Y. 

Green Bay Harbor, Wis. 

Greenwich Harbor, Conn. 

Grossetete Bayou, La. 

Guadalupe River, Tex. 

Gulfport Harbor, Miss. 


H. 

Harbor Beach Harbor of Refuge, Mich. 

Harlem River, N. Y. 

Hillsboro Bay and River, Fla. 

Hilo Harbor, Hawaii. 

Holland Harbor, Mich. 

Holmes River, Fla. 

Honolulu Harbor, Hawaii. 

Housatonic River, Conn. 

Houston Ship Canal, Tex. 

Hudson River Channel, N. Y. 

Humboldt Harbor and Bay, Cal. 

Huron Harbor, Ohio. 

I. 

Illinois River, Ill. 

Indian River, Fla. 

Inland waterway: 

Mississippi River to Bayou Teche. 

Norfolk to Beaufprt Inlet. 

Indiana Harbor, Ind. 

J. 

James River, Ya. 

K. 

Kahului Harbor, Hawaii. 

Kalihi Channel, Honolulu Harbor, Hawaii.. 

Kansas River, Kans. 

Kenosha Harbor, Wis. 

Keweenaw Waterway, Mich. 

Keyport Harbor. 

Kissimmee River, Fla. 


L. 

Lake River, Wash. 

Lake Washington Ship Canal, Wash. 

L’Anguille River, Ark. 

Leaf River, Miss. 

Lee Slough, Apalachicola River, Fla. 

Lewis River, Wash. 

Little Sodus Bay Harbor, N. Y. 

Lower Thoroughfare, Deal Island, Md. 

Los Angeles Harbor, Cal. 

Ludington Harbor, Mich. 

Lorain Harbor, Ohio. 

M. 

Manatee River, Fla. 

Manchac Bayou, La. 

Manistee Harbor and River, Mich. 

Manteo Bay, N. C... 

Manitowoc Harbor, Wis. 

Matagorda Bay, Tex. 

Mattaponi River, Va. 

Maurice River, N. J. 


Page. 

. 366 

. 283 

503, 505 
. 512 

.. 391 

. 157 

49 

. 398 

. 28,29 
. 277 

. 308 

. 233 


387 
55 
187 
517 
372 
216 
516 
34 
292 
43, 44 
464 
349 


425 

200 

258 

123 

418 


117 


. 518 

. 516 

.. 441 

. 407 

388, 391 
61 

202, 204 


. 513 

. 506 

. 327 

. 236 

. 212 
. 507 

50 

. 106 
456, 459 
. 379 

352, 353 


207 

. 261 
. 381 

126,128 
.. 402 

. 305 

. Ill 
79 


























































526 INDEX. 

Mermentau River: Page. 

Improvement. 269 

Waterway to Franklin. 254 

Waterway to Sabine River. 256 

Miami Harbor, Fla.:. 182 

Milwaukee Harbor, Wis. 405 

Mispillion River, Del. 88, 89 

Mississippi River from Head of Passes to mouth of Ohio. 428 

Mississippi River, Passes at the mouth. 245, 247 

Mississippi River from mouth of Missouri to Minneapolis. 432 

Mississippi River from mouth of Ohio to mouth of Missouri. 430 

Mississippi River in Minnesota between Brainerd and Grand Rapids. 434 

Mississippi and Leech Rivers, Minn. 435 

Mississippi River to Bayou Teche, La. 258 

Missouri River between Kansas City and mouth. 442 

Missouri River from Kansas City to Sioux City. 447 

Missouri River from Sioux City to Fort Benton. 450 

Missouri River at St. Joseph, Mo. 452 

Mobile Bar, Ala. 222, 223 

Mobile Bay to Mississippi Sound. 230 

Mobile Harbor, Ala. 222, 223 

Mokelumne River, Cal. 469, 474 

Morehead City Harbor, N. C. 133 

Murderkill River, Del. 87 

Muskegon Harbor, Mich. 375 

Mystic River, Mass. 15 


N. 

Nansemond River, Va. 

Nantucket Harbor of Refuge, Mass. 

Napa River, Cal. 

Narrows of Lake Champlain, N. Y. and Vt. 

Neches River, Tex. 

Neuse and Trent Rivers, N. C. 

Newbegun Creek, N. C. 

New Haven Harbor, Conn. 

New London Harbor, Conn. 

Newtown Creek, N. Y. 

New York Harbor, N. Y.I. 

Norfolk Harbor, Va. 

Norfolk, Va., to Beaufort Inlet, N. C., waterway 

Northeast River, N. C.. 

Norwalk Harbor, Conn. 

O. 


Oak Bay to Port Townsend Bay, Wash., waterway. 505 

Oakland Harbor, Cal. 460 

Ocmulgee River, Ga. 172 

Oconee River, Ga. 172 

Ogdensburg Harbor, N. Y. 36 

Ohio River. 362 

Oklawaha River, Fla. 197,199 

Oldmans Creek, N. J. # . 69 

Ontonagon Harbor, Mich. 364 

Osage River, Mo. 437 

Ouachita River, Ark. and La. 318 

Oyster Creek, Tex. 303 

P. 

Pagan River, Va. 116 

Pamlico River, N. C. 137 

Pamlico Sound-Beaufort Inbt waterway. 143 

Pamunkey River, Va. 113 

Pascagoula Harbor, Miss. 231 

Pascagoula River, Miss. 236 

Pawtucket River, R. I. and Conn. 17,18 

Peekskill Harbor, N. Y. ’38 

Petaluma Creek, Cal. 470 

Pigeon Bayous, La. 249 

Pittsburgh Harbor, Pa. 74 


. 116 

. 14 

. 470 

. 8 

.. 256,280 

. 140 

. 149 

. 20 

. 19 

. 55 

39, 42, 43, 45, 46, 47 

. 110 

. 123 

. 145,148 

.25,26 

































































INDEX. 


527 


Page. 

Plaquemine Bayou, La. 249 

Plaquemine Brul6 Bayou, La. 267 

Pollock Rip Channel, Mass. 13 

Pontchartrain Lake, La. 267 

Port Aransas, Tex.1. 287, 307, 311 

Port Arthur Canal, Tex. 289 

Port Bolivar Channel, Tex. 286 

Port Chester Harbor, N. Y. 36 

Port Clinton Harbor, Ohio. 345 

Port Henry Harbor, N. Y. 35 

Port Townsend to Oak Bay, Wash., waterway. 505 

Port Wing Harbor, Wis. 396 

Potomac River, D. C. 108 

Princess Point Cut-off, Mich., Keweenaw waterway. 391 

Puget Sound, Wash... 506, 514 

Q. 

Queenstown Harbor, Md. 102 

R. 

Raccoon Creek, N. J. 67, 68 

Rappahannock River, Va. 114 

Raritan Bay, N. J. 58 

Red River, Ark., Tex., and La. 279 

Rehoboth Bay, Del. 92 

Richmond Harbor, Cal. 463 

Roanoke River, N. C. 134 

Rouge River, Mich. 393 

S. 

Sabine-Neches Canal, Tex. 313 

Sabine Pass, Tex. 289 

Sabine River, Tex. 256, 280 

Sacramento and Feather River, Cal. 471,474, 475 

St. Andrews Bay, Fla. 193, 217 

St. Francis River, Ark. 327 

St. Johns River, Fla. 194 

St. Joseph Harbor and River, Mich. 368 

St. Marys River, Ga. and Fla. 180,182 

St. Petersburg Harbor, Fla. 186 

San Diego Harbor, Cal. 454,456 

Sandusky Harbor, Ohio. 347,348 

San Juan Harbor, P. R. 520 

San Pablo Bay, Cal. 464 

San Rafael Creek, Cal. 471 

Satllla River, Ga. 177 

Savannah Harbor, Ga. 163,166,178 

Savannah River, Ga. 170 

Scuppernono: River, N. C. 135,137 

Schuylkill River, Del. 76 

Shallowbag Bay, N. C. 126,128 

Sheboygan Harbor, Wis. 404 

Shrewsbury River, N. J. 63 

Siuslaw River, Oreg. v . 483 

Skagit River, Wash. 511 

Skamokawa Creek, Wash. 512 

Smyrna River, Del..... 90 

Snake River, Oreg., Wash., and Idaho. 487 

South Haven, Mich. 371 

South Pass, La. 247 

Southwest Pass, La. 245 

Stamford Harbor, Conn. 26 

Sturgeon Bay, Wis. 399 

Surveys.-. 522 

T. 

Tallahatchie River, Miss. 240 

Tampa Harbor, Fla. 190 

Tangier Channel, Ya. 122 































































528 


INDEX. 


Page. 

Tar River, N. C... 137 

Teche Bayou, La.-Mississippi River waterway. 251 

Tenants Harbor, Me. 7 

Tennessee River, Ala., Tenn., and Ky.. 336 

Terrebonne Bayou, La. 274 

Texas City Harbor, Tex. 285 

Thames River, Conn. 30 

Thoroughfare Bay, N. C. 128 

Tickfaw River, La. 261 

Tillamook Bay and Bar, Oreg. 479 

Toledo Harbor, Ohio. 343 

Tombigbee River, Ala. and Miss. 227, 228 

Trent River, N. C. 142 

Trinity River, Tex. 298 

Tuckerton Creek, N.J. 73 

Turtle Bayou, Tex. 298 

Two Rivers Harbor, Wis. 401 

Tyaskia Creek, Md. 104 

V. 

Vermilion Bayou, La. 267 

Vermilion Harbor, Ohio. 350 

Vermilion River, La. 267 

W. 

Warroad Harbor, Minn. 412 

Water hyacinths, removal of. 210, 272 

Waterway: 

Apalachicola River to St. Andrews Bay, channel from. 217 

Bayou Teche to Mississippi River. 258 

Chincoteague Bay, Va., to Delaware Bay, Del. 94 

Delaware River to Chesapeake Bay. 95 

Franklin to Mermentau, La. 254 

Inland on the coast of Texas. 304 

Mermentau to Sabine River, Tex. and La. 256 

Mississippi River to Bayou Teche. 258 

Norfolk to Beaufort. 123 

Pamlico Sound to New River, N. C. 143 

Rehoboth Bay to Delaware Bay. 92 

Savannah, Ga., to Beaufort, S. C. 162 

Savannah, Ga., to Fernandina, Fla. 178 

Westchester Creek, N. Y. 52 

West Galveston Bay Channel, Tex. 295 

White Lake Harbor, Mich. 377 

White River, Ark. 322 

Wicomico River, Md. 105 

Willamette River, Oreg: 

Above Portland. 491 

At the Falls. 494 

Below Portland. 495 

Wills Strait, Me. 7 

Wilmington Harbor, Del. 85 

Wenona, Deal Island, Md., Lower Thoroughfare at. 106 

Winyah Bay, S. C. 151 

Woodbridge Creek, N. J. 60 

Woodbury Creek, N. J. 66 

Y. 

Yamhill River, Oreg. 491 

Yazoo Rivor and tributaries, Miss. 239 

Yukon River, Alaska. 515 

Yaquina River, Oreg. 486 

Z. 

Zippel Bay, Minn. 414 


o 

























































64th Congress, ) HOUSE OF REPRESENTATIVES. (Rept.1289, 
2d Session. j ) Part 2. 


RIVER AND HARBOR APPROPRIATION BILL. 


January 13, 1917.—Committed to the Committee of the Whole House on the state of 
the Union and ordered to be printed. 

Mr. Frear, from the Committee on Rivers and Harbors, submitted 

the following 

I 7 "7 6 | 7 7 MINORITY VIEWS. 

[To accompany H. R. 20097.] 

This omnibus river and harbor bill starts in the House committee at 
$38,192,839, in cash. Following invariable precedent, several million 
dollars will be added to the bill by the Senate so that its total when 
finally presented to the Executive for signature or veto, will reach all 
that the traffic will bear. The future obligations incurred by adop¬ 
tion of new projects reach approximately an additional $47,000,000, 
or about $76,000,000 in all, as presented to the House. 

The first objection to the bill does not lies in its amount, although 
Congress has reason to fear the wrath to come from heavy tax burdens 
“wrung from the people.” First and last it is a monument to 
“profligate waste,” against which this administration is pledged 
(Baltimore, 1912, platform). Nowhere will be found evidence of 
wasteful methods in governmental affairs to be compared with the 
autocratic demand of Army engineers in 1917 for the following 
amounts from Congress. 

Norfolk and Beaufort waterway, $1,000,000; lower Missouri, 
$1,000,000; upper Mississippi, $2,000,000; central Mississippi, 
$350,000; Mississippi Passes, $2,000,000; Ohio canalization, $5,000,- 
000; lower Mississippi, $6,000,000; Cumberland, $977,000, reaching 
about $18,000,000, for eight projects out of 300 or more contained 
in the bill, or about one-half of the entire fund asked for by the 
engineers to carry on the entire 300 projects in the bill. These items 
were slightly reduced by the committee, but the amounts named are 
those demanded by our waterway advisers. 

Deducting from glittering commercial statistics, sand, timber, and 
coal, all actual river commerce reported on the eight projects probably 
does not equal that handled at the little harbor of Ashland, Wis., 
nor one-half that of Milwaukee, nor Chicago, nor one-quarter that of 
Boston, Buffalo, Cleveland, or many other harbors that could be 

2U— 









2 


RIVER AND HARBOR APPROPRIATION BILL. 


& 




named. All the actual commerce on these eight river projects will 
not reach 10 per cent of the waterway freight handled at the Superior 
Duluth Harbor, nor 5 per cent of New York City’s waterway commerce, 
Compared with this $18,000,000, demanded for engineers for eight 
comparatively insignificant commercial projects, the 1917 recom¬ 
mendations by Army engineers for actual waterway commerce of 
eight other old projects are as follows: 


WATERWAYS THAT CARRY COMMERCE. 

Ashland (6,534,410 tons), nothing; Milwaukee (8,119,875 tons), 
$21,500; Chicago (10,227,830 tons), $65,000; Buffalo (19,535,503 
tons), nothing; Cleveland (12,631,442 tons), $60,000; Superior- 
Duluth (40,494,672 tons), $45,000; New York (100,000,000 tons), 
$500,500; a total of about $700,000 for a few actual waterways. 
Army engineers demand extravagant river appropriations and 
Congress grants their demands, if not in one House, then in the other. 

The reason for deducting sand, coal, ferriage, timber, and duplica¬ 
tions from absurd river reports furnished by the Chief of Engineers is 
because sand and gravel dug from the river and hauled from a half 
mile to 1 mile, together with ferriage statistics across the Mississippi, 
Missouri, and Ohio Rivers, in no w T ay require deep channels, yet such 
items make up the major part of the elaborate commerce and of 
freight valuations reported by the Chief of Engineers on these rivers. 

Twenty times more timber was annually floated down these 
streams 40 years ago, before Government waterway improvements 
were begun, and far more coal and legitimate waterway commerce 
was floated down the Ohio every year before the profligate expendi¬ 
ture of over $90,000,000 was begun on the Ohio, of which nearly 
$60,000,000 has been appropriated for that river without any return. 

Government material dredged from the rivers including brush, 
rock, gravel, sand, coal, and provisions to keep the engineers fleet and 
thousands of employees busy, all figure ponderously in the Chief of 
Engineer’s reports, although actual commerce has diminished on 
these rivers from 80% to 90% during the last 40 years. 

QUADRUPLICATING COMMERCE STATISTICS. 

Again it is impossible under present crude methods to prevent 
duplicating receipts and shipments of the same material and triplica¬ 
ting or quadruplicating the identical coal or other commerce which 
the Chief of Engineers first reports several times on the Monongahela 
or other headwater streams, and then reports at various points along 
the Ohio, and finally at Memphis, Vicksburg, and New Orleans. The 
reliability of statistics collected by such methods and from interested 
parties may well be questioned. Yet on such misleading statistics 
are estimates of commerce made by the Chief of Engineers, who 
thereupon demands an enormous annual appropriation in 1917, reach¬ 
ing $18,000,000 for eight river projects in the pending bill—for 
projects that have received in past years approximately $250,000,000 
from the Government to maintain a commerce that has dwindled 
away until it is less than that handled by the single little harbor of 
Ashland, as stated, a harbor which receives nothing in the pending 
bill. 


of D. A of D. 

FEB 3 1917 * 3 1917 


/It / & -V 


RIVER AND HARBOR APPROPRIATION BILL. 


3 


After an expenditure of about $23,000,000 on the Missouri River, 
the Chief of Engineers reported, page 2811, 1915 report, commercial 
statistics, 240,550 tons, of which 213,707 tons was sand, practically 

* all, hauled one-half mile. The actual 1915 mercantile freight reached 

* 19,377 tons, or less than 10 per cent of the total and less than is carried 
v from Kansas City to St. Louis by rail in a single day—less than one- 

quarter of 1 per cent of Milwaukee Harbor’s commerce. An analysis 
of Army engineer’s freight statistics on these rivers appears in the Con¬ 
gressional Record, pages 1125 to 1150, of January 10, Sixty-fourth 
Congress. The 1916 bill carried $1,500,000 for the lower Missouri 
and this pending bill carries $1,000,000 more—not for commerce, but 
primarily for a 500,000-acre private land reclamation proposal the 
Government is financing—as shown by Congressional Record, January 
13, 1916, pages 1128 to 1131, inclusive. 

Col. Deakyne and Col. Townsend, two able Government engineers, 
recommended an abandonment of this private land reclamation proj¬ 
ect now being conducted on that river by the Government, but were 
overruled by the present Chief of Engineers. Large appropriations 
maintain dredgers, contractors, and hundreds of employees on this 
one project, all of whom are living off the Government Treasury with¬ 
out any apparent public benefit. 

As stated at the outset, where else in all history of this or any other 
Government, can such waste and unbusinesslike methods be found % 
Petty dry creeks waste is bad enough, but insignificant when com¬ 
pared with the enormous sums of public money annually dumped into 
58 inland waterways, which have been declared of dubious value by- 
no less an authority than Col. Townsend, chief of the Mississippi 
River Commission, above referred to, but are recommended by the 
Chief of Engineers for enormous appropriations, totaling $18,000,000 
in 1917. 

A $76,000,000 BILL IN 1917. 


With the usual percentage of waste, the old projects aggregate 
about $29,225,000, that are all included for various amounts on the 
plea “we must continue them now that they have been adopted.” 
There is added to that amount by this bill about $9,000,000 Cash for 
beginning 60 new projects that will carry future obligations on these 
new projects of approximately $47,000,000 or $76,275,000 in cash 
and obligations. These figures may not be exact but are approximate, 
and after increase by the Senate and future increases through under 
estimates of engineers the amount will probably reach far more than 
the figure stated. Small initial appropriations are started by this 
bill, the first bill in four years to contain new projects. These small 
first payments will start some sixty-odd new projects as stated under 
the $10,000,000 cash limit as proposed, although future Congresses 
for many years to come will be compelled to carry and continue the 
remaining burden or else abandon many of these new projects in the 
same manner we are now trying to abandon scores of others that are 
maintained by a wasteful unbusinesslike system of dribbling appro- 

Pr in tlfis time of financial stringency with the Government, what words 
can sufficiently condemn the new Oklawaha $733,000 project with 
$27 000 annual maintenance counting interest to serve 1,760 tons of 
1915 “commerce” or the $47,000 Kissimmee Creek new project, both 


4 


RIVER AND HARBOR APPROPRIATION BILL. 


of which were stricken out of the 1914 bill by the Senate committee 
after they had passed the House that year ? What profligate waste to 
buy up the bankrupt Chesapeake & Delaware Canal new project, whose 
stocks were worthless and bonds listed at 50 cents on the dollar before 
the Government recently became a possible purchaser. This canal 
is eventually a $20,000,000 specter now pressing its demands in the 
pending bill with a $1,300,000 initial appropriation for a nominal 
$8,000,000 project, which initial payment, following precedent, is 
sure to be doubled in another branch of Congress. A new project 
for Raccoon Creek is side by side with the Scuppernong, the New- 
begun, and the Congaree that again seek recognition. The Brazos, 
that has received $2,946,250 for a small commerce near the mouth 
of the river, carries $66,000 for the old project and $150,000 more for 
another project, which when adopted by Congress will mean $455,000 
in addition to the three millions in round numbers already appro¬ 
priated on other Brazos River projects, and all will eventually reach 
many more undetermined millions. Then we find a new project in 
the bill for $4,500,000 for the Cumberland River above Nashville, 
with an initial appropriation in the bill of $200,000, requiring over 
20 years to complete. This is in addition to $3,282,500 already 
appropriated for the upper river in order to produce in 1915 about 
37,000 tons of commerce, excluding sand hauled 9 miles and timber 
products. On this same river, the Cumberland below Nashville, the 
Government has further appropriated in past years $3,184,267, in 
addition to $632,000 more contained in the pending bill to produce in 
1915 just 16,374 tons of “commerce,” excluding timber products and 
sand and gravel. All these amounts have been recommended by 
Army Engineers, and this bill carries $837,000 for that river with its 
insignificant actual commerce. The Richmond, Cal., inner harbor 
$428,000 project and others are equally wasteful and indefensible. 

What could be said to justify this pending bill even if the Public 
Treasury was full to overflowing, and what possible defense can be 
offered for an omnibus bill which is over half waste so far as present 
or future commercial needs can be demonstrated ? Yet by scattering 
300 projects all over the country it has linked up locality interests so 
that the good is expected to carry along the bad. The vice of omnibus 
waterway bills has never been more noticeable and the time never 
more inexcusable. 

What can be shown for $ 900,000,000? 

In Report 254, part —, Sixty-fourth Congress, first session, con¬ 
taining the views of a minority on H. R. 12193, the last river and 
harbor bill then pending before the House, it was stated: 

One of the necessary activities of the Government relates to waterway improve¬ 
ment and apart from its economic importance is the responsibility accompanying an 
annual expenditure now reaching with sundry civil items approximately $50,000,000. 

Thus far the Federal Government has appropriated $898,543,252 
for river and harbor improvements (Report of Chief of Engineers, 
1916, p. 33). Appropriations are made by annual omnibus bills con¬ 
taining projects good, bad, and indifferent. By this method good 
commercial projects, important emergency items, and needed water¬ 
way improvements are compelled to carry scores of projects and 
appropriations in one bill that could never pass Congress if offered 
in separate bills. Over 300 items, on the average, are contained in 


RIVER AND HARBOR APPROPRIATION BILL. 


5 


every bill for waterway projects from Maine to California. Items of 
great commercial importance, like New York Harbor, for illustra¬ 
tion, and Philadelphia Harbor are sandwiched in with projects like 
Absecon Inlet, Cold Spring Harbor, Trinity River, and other pro¬ 
jects that come before Congress bearing the Army Engineer's approval, 
both as to their commercial importance and practicability from an 
engineering standpoint. 

In Report 254, submitted on the last bill, which bill eventually 
passed Congress at about $43,000,000, many items were criticized 
in detail in order to disclose the enormous waste that has resulted from 
the present method, or lack of method, with which the Government 
handles its waterway problem. This report will not attempt any 
detailed statement of objectionable items in the the pending bill, 
but will offer additional reasons to those presented in Report 254 why 
this omnibus waterway measure should be defeated. 

RECENT BILLS THAT HAVE BEEN DEFEATED. 

I quote from that report as follows, pages 1 and 2: 

Cutting down the waste. 

The 1914 rivers and harbors bill passed the House carrying in round numbers 
$43,000,000. It was increased by the Senate committee to $53,000,000, then defeated, 
and a substitute was passed for $20,000,000. 

The 1915 bill passed the House at $34,000,000, and in like manner was increased 
by the Senate committee to $38,000,000, then defeated, and a substitute passed for 
$30,000,000. 

The 1916 bill now carries $39,608,410, and will be generously enlarged according to 
custom. It includes practically all the wasteful items contained in the defeated 1915 
bill and some $5,000,000 more than the last House bill. Already it reaches practically 
double the 1914 appropriation and is 30 per cent larger than the 1915 substitute, over 
one-third of which, according to high authority, could have been saved without 
affecting actual commerce. A substitute bill will be offered herewith and reasons 
given therefor. 

The minority represents that the 1916 bill is made up of old projects, excepting 
one new project placed in the bill at the request of the President. Like its prede¬ 
cessors, the bill covers an enormous waste of public funds and is so economically bad 
and legislatively indefensible as to justly invite a storm of public criticism and ridicule. 
Whether new or old, a project found to be worthless ought to be abandoned or mate¬ 
rially modified. Measured by this standard, not 1 appropriation in 3 contained 
in the bill would be favorably considered if presented in a separate bill— 
probably the proportion would be less than that stated. Not 1 project in 5 would 
have been presented originally if local contributions were required, as is the custom 
in other countries. (This 1916 bill eventually passed at $42,886,000.) 

Believing progress will be reached only by a frank statement of conditions and a 
sincere effort to present a constructive program for waterway improvements, this 
report will briefly offer facts that invite close scrutiny of many items in the bill and 
of waterway expenditures generally. 

Government business ought not to invite license or waste. Business men are com¬ 
pelled to finance ventures out of business income—otherwise the venture fails. Not 
so the Government, which, drawing its revenues from indirect sources, may cover up 
waste, extravagance, and useless expenditures by a blanket declaration that public 
business can not be measured by private business methods. That policy can no 
longer conceal conditions or avoid responsibility when taxes are direct, because the 
same scrutiny then follows Federal expenses which ordinarily accompanies expendi¬ 
tures by private business, local municipalities, or sovereign State governments. 

Direct taxes are here, and in presenting these dissenting views the minority believes 
a public responsibility compels it to place before the House a brief statement of water¬ 
way waste which reaches many millions of dollars annually. 

In the presentation of this report it is necessary to consider— 

First. What waterway improvements are for public use? 


6 


RIVER AND HARBOR APPROPRIATION BILL. 


Second. What policy has governed the expenditure of $850,000,000 on waterways 
since 1875, and how are we investing about $50,000,000 annually that Congress appro¬ 
priates for waterways? 

Third. If waste exists, what is the cause and remedy? 

The foregoing statement applys with equal force to the pending 
river and harbor bill now before the House. 

In Keport 254, part 2, is also a brief discussion on “what waterway 
improvements are for public use” and a statement from the National 
Waterway Commission relating to our national waterway policy 
together with extracts containing recommendations offered by the 
commission and facts showing the repudiation by Congress of the 
policy recommended. 

The following is repeated in that connection: 

LAND RECLAMATION IS NOT NAVIGATION. 

The latest and only authoritative statement of a governmental 
waterway policy was presented to Congress in 1910 by the United 
States National Waterways Commission, which examined waterways 
in this country and Europe. Fresh from that investigation the com¬ 
mission laid down certain fundamental principles of government that 
are well to consider at this time. In the report the commission 
says (p. 1133): 

It should always be borne in mind that the waterway improvements made by the 
Federal Government under the exercise of its authority should be restricted to navi¬ 
gation. Whenever bank protection or flood prevention or the clarification of water is 
the sole object of improvements the question presents little difficulty in its solution. 
Such projects are not a proper charge upon the Federal Treasury. * * * In many 
instances proposed improvements have as their main object the protection or benefit 
of private property. In such cases there is a distinct benefit conferred upon indi¬ 
viduals or localities which is only of remote or very indirect benefit to the country as 
a whole. Lands subject to periodical overflow or lands of uncertain value because of 
the danger of erosion, when improved are multiplied many times in value, and there 
is a constant danger that such improvements will be advocated under the guise of river 
and harbor legislation framed to benefit navigation when the real object is the benefit 
which will accrue to individuals or localities. * * * The line should be carefully 
drawn between improvements which, in whole or in part, are for the protection or 
development of private property and those which are made in the sole interest of 
navigation. 

Theo. E. Burton. Wm. Lorimer. 

J. H. Gallinger. D. S. Alexander 

S. H. Piles. Fredk. C. Stevens. 

Wm. Alden Smith. Irving P. Wanger. 

F. M. Simmons. S. M. Sparkman. 

James P. Clarke. J. A. Moon. 

Again it was pointed out that the Government receives 

NO LOCAL CONTRIBUTIONS. 

This report also calls attention to the fatuous, unbusinesslike policy of adopting 
hundreds of projects without making any provision for their completion, everywhere 
beginning new projects and continuing old ones with dribbling payments that have 
dragged the whole scheme of waterways into a hopeless, struggling mire of waste. 

With rare exceptions no local contributions have been required in aid of waterway 
projects, thereby placing the entire system of financing and responsibility for failure 
upon the Government, and also affording a tempting method of getting public money 
for any purpose however distantly related to navigation. Needless to say that where 
Congress is the only body authorized to determine proper contributions, anv action 
placing conditions on one project would invite similar conditions on projects in every 
other State and in every district where projects can be discovered. In a bill largely 


RIVER AND HARBOR APPROPRIATION BILL. 7 

devoted to local expenditures few conditions will ordinarily be imposed by Congress. 
It would destroy the attractiveness of getting something for nothing. 

The scope of waterway expenditures has reached to private land reclamation 
projects, private water-power projects, bankrupt canals, and other propositions that 
have a very distant relation to navigation. How far we have drifted from the policy 
set forth by the national commission is a matter of public concern, because apparently 
the field of exploitation is without limit. 

The speculative, promising commerce on rivers never materializes 
excepting occasionally on deep waterways. 

THE 11 PROSPECTIVE ’ 1 FREIGHT FALLACY. 

No particular benefit to the public at large need be offered by the 
promoters of a Government river improvement. Nor is any commod¬ 
ity to be reduced in price to consumers, but promises of prospective 
benefits to competing manufacturers or the particular community are 
urged in justification of visionary schemes which, in the aggregate, 
involve the expenditure of hundreds of millions of dollars. To illus¬ 
trate the folly of prospective business estimates, it may be stated that 
in territory tributary to the Arkansas River it was predicted a dozen 
years ago that 800,000,000 tons of coal tributary to the river would 
soon command a fleet of coal barges on the Arkansas. After spend¬ 
ing $3,592,402 on the Arkansas River we find 900,000 tons of coal were 
shipped by rail out of the territory adjacent to the river in 1914, but 
only 2,716 tons were floated 7 miles on the river last year. Although 
Army engineers have unanimously recommended an abandonment of 
this project, excepting for snagging, the same arguments are again 
urged on Congress that were presented a dozen years ago. Many 
illustrations of the failure of predictions are found throughout the 
engineers’ reports. 

On the Big Sandy River it was prophesied a dozen years ago that 
by canalizing the river a million tons of coal or more would be annu¬ 
ally floated down that stream, whereas after spending $1,626,125 upon 
the river only 12 tons of coal were floated 20 miles in 1913, and, 
strangely enough, that coal was for “Government use,” floated at a 
cost of $350 per ton. 

On the Hennepin Canal, which has cost the Government $7,597,781 
for 33 locks, freight savings on grain were promised Iowa growers a 
dozen years ago of $20,000,000 annually. For five years it has been 
used and only 5,868 tons of grain were floated in 1914 at a cost to the 
Government in interest and maintenance of over $36 per ton. An 
actual loss in the insignificant grain shipments occurred from 1913 
to 1914. 

After spending $23,000,000 on the Missouri River it is now pre¬ 
dicted that $14,100,000 will invite large grain shipments from Kansas 
City to St. Louis. Yet after squandering a score of millions on the 
river to date, not one ton of grain was shipped by water from Kansas 
City to St. Louis in 1912, 1913, or 1914. A total of 5,290 tons of 
grain was barged 115 miles in 1914, or slightly oyer one-quarter of 
the distance between the cities was averaged. This project was rec¬ 
ommended for abandonment by the local engineer, but he was over¬ 
ruled by the board and Chief of Engineers. 

The tale of prospective business and impossible realization is re¬ 
flected on a great majority of inland waterways according to the 
official reports, and a complete answer to hypnotized waterway 


8 


RIVER AND HARBOR APPROPRIATION BILL. 


meetings and gaudily prepared prospectuses of promoters will be 
found in an average loss of 90 per cent in river traffic within the past 
40 years. Scores of concrete failures with practically no realizations 
are more convincing than all the pages of prospective statistics 
which have been used in the past to secure wasteful Government 
expenditures now reaching to enormous amounts. 

WHEN MAY WATERWAYS BECOME PROFITABLE. 

In report 254, part 2, Sixty-fourth Congress, a brief review was 
offered of European waterway improvements to which we are con¬ 
fidently pointed by waterway lobbyists and many sincere believers in 
present antiquated methods. 

Facts taken from official statistics and able writers were then 
presented, all tending to show that apart from the Rhine and several 
other inland waterways of Europe, affected by conditions peculiarly 
local, many European experiments are of little value or, as stated in 
one case, commerce “is on the wane and altogether insufficient to 
make canal traffic profitable.” Where foreign Governments have 
taken possession of railroads and control rates in favor of the water¬ 
way it is possible to compete with railway traffic, but in this country 
where we have no such ownership and only limited control, the 
demonstration of our complete failure requires no further proof than 
to show that $150,000,000 spent on the Mississippi, $60,000,000 on 
the Ohio, and $23,000,000 on the Missouri, has been rewarded with 
a loss of presumably 80 per cent in actual commerce on these three 
rivers since the improvements were begun. These rivers are the 
greatest in the country, and after an expenditure of over $200,000,000 
we find that apart from possibly 10 per cent spent in open-channel 
work, the money has been largely thrown away. More serious, from 
a governmental business point of view, annual maintenance charges 
of several millions of dollars have been saddled onto taxpayers to 
maintain on these three rivers useless and extravagant “improve¬ 
ments.” 

In this country it is frequently the announced purpose of localities 
to rifle the Federal Treasury, not in the interests of navigation, but to 
compel railways to lower their rates. With State and Federal rail¬ 
road commissions fully empowered to reduce excessive railway tariffs 
and with the President sending messages to Congress demanding 
that railway rates be increased, Congress is discovered in the absurd 
and anomolous position of appropriating many millions of dollars 
annually in an ineffective and indefensible attempt to reduce freight 
rates for some favored locality. 

On this subject a portion of Report 254, pages 18 and 19, is sub¬ 
mitted : 

REDUCING RAILWAY RATES. 

The minority represents that practically every river appropriation is urged upon 
Congress with a claim that the proposed waterway improvement will effect some 
reduction in railway freight rates at river or canal points. While waterways once 
exercised a potent influence in reducing railway freight rates, it is believed that the 
incentive and possibility of compelling a reduction in railway rates at river points 
no longer exists, except in isolated cases. 

It is no part of this report to offer extended or technical reasons for self-evident 
truths, but it may be proper to say briefly that the Interstate Commerce Commission 
has been given power by law to regulate interstate commerce railway rates throughout 


RIVER AND HARBOR APPROPRIATION BILL. 


9 


the country, and the right is constantly exercised. Practically every State has given 
to a State board the same power to regulate intrastate railway rates, or rates wholly 
within that State. 

In determining railway rates it is well understood all commissions, including State 
and interstate, are governed by constitutional limitations against any reduction below 
a point sufficient to return reasonable earnings on the actual value of the physical 
property. The inevitable result follows that whenever rates on one branch of a rail¬ 
way system are reduced below the point of reasonable earnings some other part of 
that railway system must make up the deficiency by charging shippers in other 
localities proportionately increased rates. 

While no absolutely equitable adjustment of railway tariffs can be effected, the 
principle stated is undisputed and the only purpose in restating it is to call attention 
to arguments uniformly urged upon Congress for improving visionary waterway propo¬ 
sitions that will reduce railway freight rates. 

ROBBING PETER TO PAY PAUL. 

Probably not one waterway project in ten started during the past 10 years has 
effected or will effect any reduction in railway rates because, generally speaking, the 
projects so designed are chimerical and impracticable. If such rates were reduced 
at some particular river or canal point, not one taxpayer in a hundred within that 
State would be benefited, directly or indirectly, by a reduction of railway rates at 
that particular point. On the contrary, due to the necessity of adjusting rates on a 
reasonable earning basis, railway tariffs on the entire system and especially at inland 
points must be raised to meet any marked deficiency caused by reductions at river 
points. In this process of robbing Peter to pay Paul, the Government first com¬ 
pels the 99 residents at inland points to contribute direct or indirect taxes for dredg¬ 
ing or canalizing a waterway for the one favored individual, and from which the 99 
taxpayers ordinarily derive no direct benefit. If rates are thereafter reduced at par¬ 
ticular river points, the 99 taxpayers who have been discriminated against under the 
process of a general adjustment of rates will be compelled to pay increased railway 
freight charges in order to make good the reduction at points along a waterway which 
they were taxed to construct. Can anything be more absurd or inequitable? 

Promised benefits to the public at large through any prospective locality freight re¬ 
ductions require scrutiny. At committee hearings it is generally urged that some 
particular city or community wishes to secure a reduction in freight rates in order to 
place it upon the same commercial level with some other city more fortunately situ¬ 
ated. Ignoring other special advantages that may be possessed by the complaining 
city, the Government is constantly importuned to give different municipalities better 
freight rates by pouring money into deserted or impossible waterways. 

WASTEFUL WATERWAY PROJECTS. 

This report does not assume to point out wasteful items whose 
numbers rival reputable commercial projects among the three 
hundred odd items found in the 1917 bill, and in the average omnibus 
waterway bill. To do so would be to extend a brief report to the 
limits of a large volume, but if time is afforded during the discus¬ 
sion of the bill, many of such projects will be referred to more in 
detail—appropriations that should be reduced in amount or projects 
abandoned—if commercial use is to be a determining factor. 

Scores of projects in the bill have the stamp of approval of the 
Chief of Engineers which would not secure a dozen votes in either 
House if presented as independent measures. Insignificant projects 
that escape scrutiny through the omnibus bill, stand side by side with 
commercial projects of undoubted value. In the few committee 
meetings given over to public hearings and to consideration of the 
amount to be appropriated and general character of the bill, no 
careful examination can be had of the value of individual items, 
although the reason for dividing up geographically thousands of 
projects heretofore approved by engineers, so that approximately 
300 items are found in every bill, is not hard to find. By a coin- 


10 


RIVER AND HARBOR APPROPRIATION BILL. 


cidence this task seems mathematically well adjusted by the annual 
recommendations of engineers in conjunction with the bills regularly 
recommended for passage. 


NEW PROJECTS AND OLD. 

New projects of great commercial importance are withheld or in¬ 
serted as a whole, with others of insignificant value, only after the 
committee determines what policy is to be pursued in the prepara¬ 
tion of the bill. The evidence of this fact is found in the last bill 
containing new projects (1914), where an $18,700,000 Alabama water¬ 
power project at Muscle Shoals, the $733,000 Oklawaha and $47,000 
Kissimmee and the $8,000,000 to $20,000,000 Chesapeake & Delaware 
Canal projects were crowded into that bill with initial appropriations, 
side by side with great commerce bearing projects. Only one new 
project has been adopted during the past four years and that for 
New York Harbor was secured after a strong letter from the President 
and a vigorous fight on the floor. The insertion of one new project 
challenges the insertion of others, whether of great or little im¬ 
portance, although no question is ordinarily raised to appropriations 
for practically every old project, good, worthless, or indifferent, 
carrying future expenditures of hundreds of millions of dollars, and 
at practically the amount annually recommended by the Chief of 
Engineers. This is not due to confidence in his judgment, but 
because we are unable to cut loose from a practice supported by 
locality pressure and because we have exalted the engineer to the 
position of final arbiter. 

WHY INSERT $76,000,000 IN NEW PROJECTS? 


On January 5 the committee, by a majority vote of those present, 
decided to insert new projects in the 1917 bill. One hundred and 
sixty new projects, aggregating approximately $150,000,000, were 
placed before the committee from which to select projects of most 
pressing commercial importance. The 160 engineer’s reports on all 
proposed new projects awaiting action, presumably comprise 5,000 
pages of opinions and data, intended for congressional consideration. 

After five legislative days consideration of these new projects by 
the committee, together with the transaction of other important 
business, including hearings pertaining to old projects and new, and 
a proposed resolution, the pending bill was reported out of committee 
on January 11. This information is all a matter of public knowledge, 
although the method of selection and distribution of 60 new projects, 
aggregating $47,050,112, appearing in the 1917 bill is improper to 
discuss or comment upon. These new projects carry $8,967,839 in 
initial cash appropriations as originally stated, but the real liability 
is contained in the total adopted. 

No body of experts, it can be fairly said, although giving undivided 
attention to the subject, could intelligently examine one quarter of 
the 160 reports in five days and make a wise selection of the most 
important projects. Further, no body of experts could examine 
and fairly determine the commercial value of one quarter of the new 
projects placed in the bill within the five days mentioned. With Army 
engineers’ reports recommending all projects as of equal commercial 
importance, without needed public hearings or personal knowledge 


RIVER AND HARBOR APPROPRIATION BILL. 


il 


of the facts, the committee and Congress under present hodgepodge 
methods, makes such selections as it sees fit, based on arguments 
or information which may be most convincing to the individual 
members. 

It is submitted that the insertion of new projects in this manner 
does not permit further comment in this report, although a brief 
consideration of value, or lack of value, ought to be placed before 
the House when the bill is under discussion. 

WHY NOT DROP WASTEFUL OLD PROJECTS? 

What argument can move Army engineers and Congress to elimi¬ 
nate or temporarily sidetrack Absecon Inlet, or Cold Spring Inlet, 
or Raccoon Creek, or Shallowbag Bay, or Scuppernong Creek, or the 
Wateree or Congaree, or the Little Peedee, or the Big Peedee, or the 
Kissimmee, or the Anclote, or scores of similar projects, including 
two rivers named “Mud,” contained in the average omnibus bill 
under various titles? What influence would be potent in securing 
elimination of the Trinity or the Brazos or the Red or the Arkansas, 
every one of which has cost the Government approximately from 
$2,000,000 upward, without producing any appreciable commerce, 
and what can drive from these bills a grist of bayous and deserted 
canals whose principal commerce appears to be that furnished by 
Government dredges and Government private contractors. 

In fact, reaching over to the Mississippi Valley, what pressure 
will compel the Chief Engineer and Congress to hold up 58 waterway 
projects in that valley, from the Missouri $20,000,000 new project 
to the Big Sandy, which costs the Government $300 per ton for a 
waterway, all of which Col. Townsend, chairman of the Mississippi 
River Commission, says should remain in statu quo until one single 
river or creek on which the Government is annually squandering 
money, develops adequate commercial results, and yet these 58 
waterways receive approximately one-half of the total amount con¬ 
tained in the pending bill. 

With the hopelessness of the present system confronting us, 
whether it relates to large or small projects, from the Mississippi 
down to the Little Peedee, the only possibility of reducing profligate 
waste and securing value received from waterway expenditures is 
by changing present methods of approval and recommendations, and 
until that time comes to defeat omnibus bill appropriations. 

OMNIBUS BILLS COVER ENORMOUS WASTE. 

For years Congress has been passing omnibus bills that gave grown 
in size, extravagance, and possibilities with succeeding Congresses. 

Legislative responsibility is shirked by a bill containing good, 
questionable, and bad purposes and projects. 

If Congress had been called upon to vote $60,000,000 for the Ohio 
canalization project in addition to over $20,000,000 previously spent 
on that river, or to vote $20,000,000 on the Missouri River 500,000- 
acre private-land reclamation project, in addition to $15,000,000 
previously spent on that river, or $1,500,000 for the last-named 
project last year and $1,000,000 more this year, how many votes 
would have been mustered for either of these projects standing 
alone ? The same illustration governs over half the projects approved 


12 


RIVER AND HARBOR APPROPRIATION BILL. 


by Army engineers, which total hundreds of millions of dollars out 
of the $900,000,000 heretofore appropriated by the Government 
for waterways. The flood-control bill, profiting by loose legislative 
methods invited by omnibus bills, has this session placed an initial 
appropriation or authorization of $45,000,000 for the lower Missis¬ 
sippi 16,000,000-acre private-land reclamation project. Although 
Army engineers have testified the ultimate cost to the Government 
will exceed $200,000,000, others familiar with the work declare it 
will reach many times $200,000,000 during the next few years and 
ultimately fail in its flood and reclamation promises. Fish hatcheries 
from Florida to California now serve to aid the passage of question¬ 
able fish-hatchery omnibus bills for the first time on record. 

The public-building omnibus bill is of the same general character, 
wasteful, extravagant, and legislatively inexcusable, smaller in its 
waste then waterways and land-reclamation bills, but, like infantile 
paralysis, equally objectionable to healthy public business. Of 
all these bills the omnibus waterway bill is the pioneer and we will 
not be able to uproot a bad system until we repudiate such legis¬ 
lative methods and defeat such bills. 

RAILROAD INFLUENCES IN LEGISLATION. 

Possibly no better evidence of a discredited cause, supported 
largely by interested waterway lobbyists, can be afforded than sug¬ 
gestions that efforts to stay the flood of waterway waste in public 
appropriations is instigated by railroad influences. Insinuations 
from Members of both Houses of Congress are repeatedly offered on 
occasions when waterway lobbies hold their annual meetings in this 

cit y* 

At such lobby meetings the Chief of Engineers frequently gives his 
valued opinion of the pressing needs of waterway improvements 
which he is superintending, so that uninformed men present at such 
meetings are impressed with the necessity for renewed pressure on 
Congress to pass these criminally wasteful bills. 

Resolutions have been repeatedly introduced in the House by this 
minority member of the Fivers and Flarbors Committee demanding 
an investigation of the charges of railroad influences. None of the 
statesmen who appear before waterway lobbies has seconded this 
effort to ascertain the truth or falsity of such charges, but, on the 
contrary, the resolutions of inquiry uniformly have been buried in 
committees. 

Every opponent of waterway extravagance would welcome such 
investigation. Why, then, are reckless charges made by Members of 
Congress before irresponsible lobbies that have no means of ascer¬ 
taining the facts ? 

No evidence has been offered in Congress tending to support the 
charge that railway influences are interested in an effort to stop 
profligate waterway waste. On the contrary, abundant testimony 
has been offered by this minority member of the Rivers and Harbors 
Committee tending to show that certain railway companies have 
contributed to the support of waterway lobbies which regularly 
urge the passage of enormous omnibus waterway bills. Such proof 
has been placed in the Record repeatedly or would be submitted 
with this report. 


RIVER AND HARBOR APPROPRIATION BILL. 


13 


DREDGING CONTRACTS AND ALLOTMENTS. 

Specific evidence also has been placed in the Record, and resolu¬ 
tions of investigation introduced, concerning dredging companies 
and their activities with waterway lobbies and secret methods of 
alio ting Government contracts. These resolutions affecting any 
secret activities of railways, dredging companies, or other interests 
in connection with waterway bills before Congress are of public 
importance and should be pressed for consideration by those in 
either House possessing sufficient influence to ascertain the facts. 

Evidence of apparent extravagance or fraud in the present method 
of letting contracts is offered in this connection. On October 8, 
1914, this minority member of the committee placed before the 
House what purported to be a copy of a secret agreement among 
dredgers, wherein it appeared that a dredging board representing 
the various dredgers was engaged in fixing prices on Government 
contracts and allotting work to the members of the association, 
together with contributions and active lobbying to secure the passage 
of omnibus waterway bills. 

Last session of the Sixty-fourth Congress the river and harbor bill 
carried a provision attempting to prevent excessive profits by private 
dredgers working for the Government. An examination of the Chief 
of Engineers’ Report for 1916 shows that one particular dredging 
company was awarded all contracts on many different projects in the 
Baltimore district at one fixed price of 26| cents per yard. One 
project alone was excepted, and in that one contract let to another 
dredging company the contract rate for dredging apparantly the 
same kind of material, sand and mud, was let at 7.9 cents per yard, 
or less than one third of the favored company’s many contracts 
(pp. 2109 to 2136. Report 1916). 

No comparative Government cost is offered and no Government 
plant operated in the district. 

Other contracts let to this same first-mentioned company on the 
Delaware River aggregated approximately $450,000, according to the 
1916 report, and were let at rates of 14.7 and 24.9 cents per yard, 
respectively, whereas three other contracts with two other com¬ 
panies on the Delaware project averaged about 9 cents per yard. 

By a coincidence the same first-mentioned company has an exclu¬ 
sive contract on the James River, reaching 57 cents per yard for 
ordinary dredging, $9.30 per yard for hard rock, and 17 cents per 
cubic foot for removing snags and stumps from a stream that was 
recommended for discontinuance by engineers, but was put in the 
bill by Congress over that protest. Did the dredging company 
influence that result? Why is the Government paying $9.30 per 
yard for navigation on the James ? 

Another contract at Baltimore Harbor at a lower dredging rate, 
held by this same company, is one of numerous exclusive contracts 
which are at least open to inquiry when it is understood that this 
company, possessing so many exclusive Government contracts, some 
at questionably high prices, has for its president the same gentleman 
whose name purports to have been signed as president of the board of 
directors of the Atlantic and Gulf Coast Dredge Owners’Association, 
which association in past years secretly allotted Government con¬ 
tracts to its various members. 


14 


RIVER AND HARBOR APPROPRIATION BILL.. 


WHY NOT KNOW THE FACTS? 

Whether secret agreements for allotment of contracts resulted in 
the prices quoted, and in exclusive Government contracts reaching 
presumably from a half million to a million dollars annually to this 
one company, can only be ascertained by a public investigation of 
the dredge owners’ activities in connection with river and harbor 
legislation and subsequent allotment of contracts. 

It is submitted that facts appearing in the Chief of Engineers’ 
Report indicate that if contracts are let by competition, a dearth of 
genuine competitors appears to exist and that dearth may account 
for the apparent holdup disclosed by prices at which these contracts 
were made on behalf of the Government. What shall be said in 
defense of 60 new projects in this bill in addition to a thousand old 
ones maintained by dredging, when holdup prices are now employed 
by reason of lack of genuine private competition ? 

OTHER DREDGING CONTRACTS. 

The Chief of Engineers’ Report for 1915, page 486, states that on the 
Norfolk and Beaufort waterway project, which expended $647,153 
of Government funds in 1914, “the average cost of 1914 work with 
Government plant was .043 per cubic yard. * * * The average 

contract price was .0752 per cubic yard.” Thereupon Congress 
appropriated another million dollars in 1916 for this wasteful project, 
but with a legal condition that private contracts thereafter should 
not exceed 25 per cent more than the cost of work by the Govern¬ 
ment. This amendment to the law covering all contracts let by the 
Chief of Engineers on the part of the Government was opposed by 
the present Chief of Engineers, who, in a letter addressed to the 
chairman of the Rivers and Harbors Committee, says, “It is believed 
that contracts (are now let) at prices which are as low as will permit 
the contractors to maintain their plant and make any profit what¬ 
ever.” (Record, p. 6759, Apr. 11, 1916.) 

The apparent solicitude for private dredgers did not deter Congress 
from reducing, by law, dredging contract profits from 80 per cent 
over Government cost to 25 per cent profit by amendment to the 
1916 bill. Congress can only pass laws. It does not administer. 

WHAT IS THE PROFIT NOW? 

In 1915 $457,979.87 was spent by the engineers on this same 
questionable project. In 1916, $1,000,000 more was appropriated by 
Congress for this project under the advice of the Chief of Engineers. 

On page 2178, report 1916, it appears that private contractors were 
given new contracts at 14 cents per yard whereas former contracts by 
the same company were made at 0.0948 cents and 0.069 cents, re¬ 
spectively, and by a coincidence the 1916 report increases the average 
cost of dredging by the Government to over 11 cents and by private 
contract average in 1915 to about 10 cents per yard. This informa¬ 
tion furnished the foundation for definite important legislation restrict¬ 
ing rates of dredging contracts by law. Why did the Government 
plant cost in 1915 equal private contract ? What was the comparative 
cost and what was the method of ascertainment ? 


RIVER AND HARBOR APPROPRIATION BILL, 


15 


Another interesting fact is presented concerning dredging contracts 
on the So,400,000 Norfolk-Beaufort waterway project along the 
creeks, sounds, and marshes of North Carolina.' On page 524, report 
1916, the Chief of Engineers recommends another million dollars 
for this project in addition to $1,035,304 on hand available for 1917. 
His recommendation urges that $720,000 of the $1,035,304, on hand 
will be used for private dredging in 1917, or four times the amount 
needed for Government dredges and on a project where the Chief of 
Engineers last year protested that a 25 per cent limitation of profit 
on private contracts was impracticable, on which proposition he 
was overruled by Congress. This canal project reports a nominal 
actual commerce in 1915, but on page 525 of the 1916 report, Congress 
is advised by the Chief of Engineers, that an additional million dollars 
will be needed and it is so provided in the pending bill, to include 
$685,000 more for private dredging contracts on this same canal. 
In other words protests that we can not safely limit profits are 
followed by enormous contracts supposedly under a 25 per cent 
limitation, while the Government dredging in 1918 is estimated at 
$60,000 or less than 10 per cent of that used for private contracts 
(1916 report, p. 525). 

“ADMINISTRATIVE” IN ONE PROJECT, REACHES $235,304. 

It is also interesting to note that of the $2,035,304, on hand or 
included in the pending bill, on this one project, $235,304.85 is for 
engineering supervision and administration. Who supervises the 
engineers’ estimates or enormous expenditures throughout the country 
for “supervision” ? That extravagant amount of money was recom¬ 
mended by the Chief of Engineers for a project on which he reports 
80,878 tons of commerce in 1915, after excluding timber products, 
and of that 80,878 tons of “commerce,” just 32,008 tons was cheap 
coal. Again it is noted the engineers 9 report does not state what pro¬ 
portion of the insignificant freight was used to furnish supplies to 
contractors and to maintain the fleet of Government and private 
dredgers working along the canal. The report does state a significant 
fact when it discloses that $154,500 is set apart (p. 525) to purchase 
a right of way and dumping grounds along a portion of this Norfolk 
and Beaufort Canal. The local engineer advised the Rivers and 
Harbors Committee that about 800 acres of land would be required for 
this right of way and additional land would be needed for “dumping 
grounds” although the engineer stated much of the land was unculti¬ 
vated marsh land that would actually be improved by the mud 
dumped upon it. 

The land generally is marshy and uncultivated and excepting a 
small portion, is estimated by him at $10 an acre, and yet the Chief 
of Engineers recommends that Congress appropriate $154,500 for 
800 acres of right of way along the marshes of Albemarle Sound, 
together with such land as may be required for dumping ground, and 
all for a 1915 commerce of 81,354 tons that included 32,008 tons of 
coal. It is confidently predicted that the commerce “which fell 
away about 40 per cent during the last two years (p. 527, 1916 
report), will some day grow to much larger proportions. 

In this connection it is worth recalling that 40,494,672 tons of 
commerce at the Superior-Duiuth Harbor receives $45,000 in the 


16 


RIVER AND HARBOR APPROPRIATION BILL. 


pending bill, while New York Harbor’s 100,000,000-ton commerce is 
provided with $40,000 for Ambrose Channel and $210,500 for Hudson 
River Channel. Apart from these amounts the Harlem River, carry¬ 
ing 15,000,000 tons of commerce, gets $250,000, or, in other words, 
the Chief of Engineers asks and secures from Congress in the pending 
bill, about twice as much for this wasteful North Carolina Canal pro¬ 
ject compared to that given New York Harbor’s existing projects and 
to the Harlem River combined. New York’s waterway handles over 
1,000 tons for every ton on the Norfolk-Beaufort Canal, coal included. 

IRRESPONSIBILITY ACCOMPANYING UNBRIDLED POWER. 

The brief consideration of the Norfolk and Beaufort waterway here 
offered is not intended to present other objections to this wasteful 
project which may properly be urged and of which Senator Burton 
once said in debate on this same project: 

No removal of tolls on canals, no enlargement from 9 or 10 feet to 12 feet in depth, 
no expenditure of $5,400,000 is ever going to bring back what has been lost to those 
channels. It is a chimera; it is a waste of public money to attempt it. 

In this report no attempt is made to discuss individual projects 
but rather to set forth evidences of the fundamental weakness of the 
present wasteful extravagant system. The Norfolk and Beaufort 
illustration is offered to briefly afford light on the judgment exercised 
by Army engineers and particularly of that feature relating to the 
letting of many millions of dollars annually in private dredging 
contracts, entered into by the Government, from Maine to California. 

The present system, or lack of system, removes responsibility for 
expenditures, encourages waste and extravagance, and on the part 
of the Board of Engineers has resulted in a constant assumption of 
more power, until that board has become an autocracy among many 
boards in Washington which are constantly seeking to enlarge their 
powers and influence. The engineers voice is law because he deter¬ 
mines both projects and appropriations, expending many millions 
annually without question or supervision. 

Notwithstanding the multifarious duties placed on the shoulders of 
the Engineering Corps by Congress, 69 officers out of 197 in this 
country are engaged in whole or in part with river and harbor work, 
while out of the 1916 annual report of 3,796 pages, 3,766 pages, or 
99 per cent, is devoted to thousands of rivers, creeks, canals, and 
harbors which these officers have surveyed, angled, and triangulated 
and finally recommended to Congress as commercial projects worthy 
of Government improvement. 

During the discussion of the last military bill in the House, the 
chairman of that committee (Mr. Hay), complained in debate of the 
assignment of Army engineers to surveys and work on waterway 
projects when their services were needed for legitimate military work. 
Doubtless 90 per cent of those so employed would welcome relief 
from present assignments and it is no reflection upon the rank and 
file of Army engineers who individually and collectively are able men 
of high character, to say that many of them do not approve nor agree 
with those who are possessed with power and authority to expend 
and largely waste, appropriations approximating from forty to fifty 
million dollars annually,, without restriction or responsibility. It 


RIVER AND HARBOR APPROPRIATION BILL. 


17 


must be kept in mind that millions of dollars additional are appro¬ 
priated by Congress for waterways through other acts, including 
sundry civil bills. 


ONE REASON FOR EXTRAVAGANCE. 


In advocating a change in the present strongly entrenched omnibus 
waterway appropriations, it is necessary to oner specific facts affect¬ 
ing the attitude of Army engineers whose approval is set forth as a 
defense for the adoption of projects. 

Where will the responsibility rest for projects like the upper Mis¬ 
sissippi 700-mile project, which, after an expenditure of $28,000,000, 
brings an estimate from the Chief of Engineers in 1916 of $2,000,000 
for next year for an actual commerce which cost the Government 
approximately $15 a ton in 1915; or for the Ohio River, which cost the 
Government for actual commerce, excluding coal, approximately 
$40 per ton as nearly as can be determined; or for the Muscle Shoals, 
recommended by the present Chief of Engineers, on the Tennessee, 
which is awater-power project, to cost $18,700,000, which the Govern¬ 
ment is to advance and pay, in large part, for a traffic that will prob¬ 
ably cost the Government $150 per ton? At this point I submit a 
statement of estimates of cost to the Government for such commerce 
on several large inland waterways, taken from Report No. 254, sub¬ 
mitted by this minorit}^ member against the last river and harbor bill: 

The cost to the Government for furnishing a waterway for inland commerce, per 
ton, is not definitely settled as to method of computation and only approximate 
results can be reached because the amount properly chargeable to investment interests 
is variously estimated, although annual maintenance is sure and certain. Exclud¬ 
ing floatable timber and sand usually hauled short distances, the following estimates 
have been made on the several rivers and canals noted: 


Per ton. 

Ohio River (excluding coal, $40 


per ton). $3. 00 

Ouachita. 8.00 

Warrior and Tombigbee. 12. 00 

Upper Mississippi. 12. 00 

Lower Mississippi.35. 00 

Arkansas. 20. 00 

Hennepin. 36. 75 


Per ton. 


Missouri. $40. 00 

Muscle Shoals (Tennessee). 40. 00 

Aransas Pass Canal. 80. 00 

Brazos. 80.00 

Red. 100.00 

Muscle Shoals (proposed). 150. 00 

Big Sandy, Ky. 350. Ofl 


A further statement taken from the same report is also submitted 
preliminary to a discussion of the responsibility for manifest waste 
incurred. 


WATERWAYS COST PER MILE. 


Students of transportation in determining the economic value of railways or water¬ 
ways first ascertain the cost per mile of the system. Railroads with terminals have 
frequently increased in value 50 per cent within the past decade and the capacity and 
earning power has been proportionately increased, subject to rate limitations made by 
law. The same basis of computation applied to inland waterways discloses Govern* 
ment investments have not increased in value nor has use increased with improve¬ 
ment. On the contrary, after spending in round numbers $230,000,000 on our three- 
greatest rivers, waterway traffic has rapidly decreased and on the Mississippi reaches 
less than 10 per cent of the waterway traffic existing 40 years ago. 

Applying the foregoing valuation method, $230,000,000 would probably have built 
and equipped through the same section of country, at the time of the expenditures, 
between 6,000 and 8,000 miles of Government railway, or under present conditions 

H. Rept. 1289, 64-2, pt 2-2 

















18 


RIVER AND HARBOR APPROPRIATION BILL. 


4,000 or 5,000 miles, with an earning power on the investment that would be of im¬ 
measurable value to the country through greatly reduced charges. This is particu¬ 
larly true if the system was used for carrying freight instead of passenger, and other 
high-class traffic. The illustration is not offered in support of Government ownership 
of railways, but to present familiar comparisons and it is interesting to note that in 
round numbers the following estimate of expenditures per mile have been made by 


the Government on these three waterways: 

Per mile. 

Lower Mississippi, 1,000 miles, at. $100, 000 

Ohio River to Missouri River, 200 miles, at. 86, 000 

Upper Mississippi, 600 miles, at. 40, 000 

Ohio River, 1,000 miles, at. 60, 000 

Lower Missouri, 400 miles, at. 40, 000 

Government and State canal investments are proportionately wasteful. 

Hennepin, 60 miles, at. 126, 000 

Muscle Shoals, 26 miles, at.. 175, 000 

Muscle Shoals, proposed, 26 miles, at. 560, 000 

Chesapeake & Delaware Canal, proposed, 13 miles, at. 1, 530, 000 


The above river and canal projects are from waterways that float an insignificant 
commerce compared with the investment. Can any condemnation of our wasteful, 
purposeless waterway policy compare with a brief statement of expenditures past, 
present, and prospective? 

WHO IS RESPONSIBLE FOR THIS WASTE? 

All of these projects, with rare exceptions, are based upon the 
recommendations of Army engineers and are being maintained or 
improved at the present time by the Government under the advice 
of these same officials. Col. McD. Townsend, president of the Mis¬ 
sissippi River Commission, registered an emphatic protest last year 
that should be respected. 

After a half century of strenuous inland waterway improvements and the expendi¬ 
ture of one hundred and fifty millions on the Mississippi River and double that 
amount in the Mississippi and Ohio River Valleys the futility of further waste is 
squarely placed before us by a speech of Col. C. McD. Townsend, chairman of the 
Mississippi River Commission and one of the most experienced Army engineers in 
Government service. (Cong. Rec., Dec. 11, 1915.) He says: 

“St. Louis for the past 50 years has been the principal origin or terminus of the traffic 
on our western rivers, and its records summarize their tendencies. Its river commerce 
attained its maximum of 2,120,000 tons in 1880, and has since steadily declined to 
153,000 tons in 1914. In contrast it may be stated that the commerce at Sault Ste. 
Marie, the outlet to Lake Superior, in 1880 was 1,300,000 tons, and attained a maximum 
of 79,000,000 tons in 1913. The commerce of New York Harbor exceeds 125,000,000 
tons. * * * Specifically, the writer would not abandon any navigable stream in 
the Mississippi Valley that has been partially improved, but would leave 58 of them 
in their statu quo, confining operations to snagging and the maintenance of existing 
works and would concentrate appropriations on opening up a channel of the capac¬ 
ity of that existing on the lower and middle Mississippi to Chicago and Pittsburgh. 
* * * 

“If the facilities thus afforded by the Government are utilized, the upper Mississippi 
and the Missouri Rivers should then receive attention.” 

We are asked to halt “improvements” on 58 river projects by Col. Townsend. 

Again, no more impressive warning can be found than in the 
minority report of the Sixty-third Congress by Senator Burton (S. 
Kept. 599, pt. 2), wherein he says, page 11: 

The waste which has been incurred in the canalization of rivers by the expensive 
system of locks and dams has been even worse than in improvement of open-channel 
rivers, the navigation of which has dwindled to such small proportions. 

The foregoing is offered from men of recognized standing to show 
where we have been led by the extravagance and mistakes of judg- 











RIVER AND HARBOR APPROPRIATION BILL. 


19 


ment of Army engineers. Many illustrations could be presented of 
specific wasteful projects. One hundred and fifty foot locks and 
dams for the Tennessee River at Muscle Shoals are recommended 
for the improvement of navigation. 

After spending $4,555,000 to encourage navigation on this little 
26-mile canal the Engineer’s Report for 1916, page 1186, shows the 
total “commerce” carried in three years aggregated 22,454 tons, and 
on page 1185 appears a recommendation for advancing $18,700,000 
more for this same insignificant canal to help navigation and develop 
power. This is the site owned by the Alabama Power Co., which has 
been actively urging such legislation for several years. 

On such recommendations and $20,000,000 for the Missouri River 
and $60,000,000 for the Ohio and a balance sheet disclosing appro¬ 
priations of practically $900,000,000 for rivers and harbors, with an 
insignificant actual commerce on all inland waterways, apart from 
deep-water channels, we are asked to continue the present system 
of unlimited control possessed by Army engineers who now exercise 
all the prerogatives once held by Congress. Yet we are told these 
rights can not be surrendered to an intelligent responsible board of 
high-class men, whose power would only extend to investigations 
and recommendations, leaving Congress to appropriate all money. 

HOW PROJECTS ARE STARTED. 

It may be profitable to briefly discuss the present means of se¬ 
curing waterway projects in such bills provided by Congress. 

First, the locality, generally influenced by interested parties, 
urges a survey by Army engineers. Plundreds of thousands of dol¬ 
lars are appropriated for new surveys in every bill. Surveys to 
make navigable mud inlets and crooked creeks where a proposed 
factory may be located or to serve some local industry. Few worthy 
projects after thousands of surveys are now unprovided, and it is 
noteworthy that while the Government digs many channels up to 
private concerns for private use it would not think of constructing 
a railway sidetrack at Government expense anywhere, and for good 
reason. Waterway projects are regularly urged wherein innocent 
appearing public projects frequently develop into private proposi¬ 
tions, while a simple increase of depth in an existing project of 5 
feet, may involve many millions of dollars, depending upon the char¬ 
acter and length of the project. 

ENGINEERS’ SURVEYS AVERAGE ONE-THIRD APPROVALS. 

It is estimated that engineers’ approvals of projects run about 
one-third of all those surveyed, so that in a bill carrying 150 surveys 
50 new projects may be found knocking at the door when the next 
bill is before Congress. Engineers are the supreme authority on 
all matters of commercial importance and requiring engineering 
skill. After the project has been approved, and a great mass of 
new projects aggregating $150,000,000 awaiting appropriations are 
already in this class, the locality next brings pressure upon Congress 
to insert their project in the annual bill. By a singular situation 


20 


RIVER AND HARBOR APPROPRIATION BILL. 


the Chief of Engineers refuses to say which project is the most im¬ 
portant or the need most imperative, so that the $18,700,000 power 
project of the Alabama Power Co. at Muscle Shoals and the Rich¬ 
mond Harbor real estate project out in California, reaching $428,000, 
are both struggling for recognition in every bill side by side with a 
new $39,770 engineer’s recommendation for Racoon Creek and a 
new $733,000 project for the Oklawaha hyacinth-covered river, 
down in Florida. Scuppernong Creek in North Carolina has a new 
project that was placed with the Oklawaha in the 1914 bill, together 
with the $18,700,000 Muscle Shoals power project, but that bill was 
defeated, and these projects again seek congressional aid. Public 
necessity, commercial need, or Government emergency seem to 
have no part in determining commercial importance of projects or 
their priority of claim, and so Smith Creek, Md., and Deep Creek, 
Fla., the Kissimmee and Congaree are struggling to get new project 
appropriations from Congress side by side with Norfolk and Boston 
Harbors. Congress determines the relative importance by placing 
them in the omnibus bill, so, as stated, in 1914 we found the Muscle 
Shoals $18,700,000 water power initial item and the Oklawaha 
$733,000 project in that bill, together with the Kissimmee $47,000 
project, for a stream dry or semidry eight months in the year. The 
water-power project is omitted in the pending bill, but a score or 
more of other wasteful projects are cared for. 

This is the situation confronting Congress under the present 
system. No intelligent means of determination of the comparative 
importance now exists. Where can such ignorance and waste be 
found to equal this method of legislation ? 

GOVERNMENT U EXPERTS ” ARE BUSINESS NOVICES. 

Due to unlimited power placed in his hands, the Chief of Engineers’ 
supreme power has brought forth another peculiar situation to which 
I have briefly referred. It is no reflection upon Army Engineers to 
say that without business training, commercial experience, or official 
responsibility, apart from that affecting individual honesty, which 
has not been questioned, profligate waste and useless expenditures of 
public money have followed every omnibus bill. 

A brief examination of projects on which hundreds of millions 
have been expended makes evident this unwelcome fact. 

Col. Townsend’s recommendation that Congress call a halt on 58 
inland waterway projects which have cost the Government over 
$250,000,000 is only one of the warning notes thus far sounded. 
Army Engineers ask for appropriations for all these projects and di¬ 
rectly or indirectly the Government is maintaining them, from the 
hopeless Trinity River, Arkansas River, and Red River to the Hennepin 
Canal, which last-named project cost the Government approximately 
$50 per ton for all of its actual commerce last year. 

Every year we tax the people of the United States for such profli¬ 
gate waste without any hope of relief under the present system. 
Misleading commerce statistics, including ferriage across rivers, logs 
and timber, sand hauled by owners a half mile or more, Government 
material, and other “ freight,” are found on analysis to make up 


RIVER AND HARBOR APPROPRIATION BILL. 


21 


practically all of the u commerce” floated on some streams that receive 
enormous appropriations. 

For a more detailed discussion of separate projects, attention is 
invited to report 254, part 2, this Congress, heretofore referred to, 
and a brief extract is quoted to show that the waste is not confined 
to inland rivers. 

WASTEFUL OTHER PROJECTS. 

An investigation of waterway waste need not be confined to rivers and canals. 

The minority calls attention to the fact that Sandy Bay Harbor, Mass., a $6,904,952 
project on which $1,883,643 has been expended, was originally started in the face 
of an adverse report by Army Engineers, who have again within the past six months 
recommended its abandonment. Local interests protest against its abandonment. 
Local interests generally do. 

The Jamaica Bay Long Island Harbor, recommended by our Engineers, is a 
$7,430,000 project, on which $165,011 has been spent, is a project which has excited 
the condemnation of those familiar with the facts, and has been practically abandoned. 
A balance of $700,000 is available for use. 

t Cold Spring (N. J.) Inlet has taken nearly a million dollars for developing a propo¬ 
sition as closely associated with a private real estate venture as Jamaica Bay. 
The 1916 bill carries $40,000 for this item. 

Lookout Harbor, reaching $3,526,600, was started against an adverse report of Army 
Engineers, who were then apparently directed by Congress to state which of two 
questionable locations was least objectionable. From Matawan Bay, N. J., to Rich¬ 
mond’s inner harbor, in California, will be found other bays and harbors that, in 
diplomatic phrase, may be classed as emphatically questionable. 
gLCol. Kingman said of Lookout Harbor in 1910, “it is dear at any price,” and advo¬ 
cated the rejection of both locations. He was overruled by Gen. Bixby. (H. Hoc. 
No. 528, 62d Cong.) 

ABANDONED CANALS. 

Canals are of little commercial value in this day and age, according to official reports. 
Notwithstanding preferential waterway rates secured through governmental owner¬ 
ship of railways in densely populated European countries, canal traffic is comparatively 
small. Exceptions are reported where peculiar local conditions exist, but in England 
inland canals are of slight use for commercial purposes. 

In the United States the Inland Waterway Commission reported, page 204, that 
of 4,468 miles of canals built prior to 1906, 2,444 miles, or over 50 per cent, costing 
$81,171,374, had been abandoned. The proportion has increased during the past 10 
years. It is probable that no two private canals in the country are making 2 per 
cent annually on the investment, while the only purchaser for bankrupt canals to-day 
is to be found at the United States Treasury. 

Continuation of lake deep waterways like the Soo Canal will not be confused with 
the antiquated class of canals which, like the ox cart, have been superseded by 
modern transportation methods. The latter constitute a glaring source of waste. For 
illustration, although our Government has spent $4,555,000 for navigation on the 
26-mile Muscle Shoals Canal, two freight trains could easily have hauled all the com¬ 
merce passing through the locks in 1913. More startling, an initial item for another 
appropriation of $10,375,000 for navigation on this same 26-mile canal was contained 
in the 1915 bill. Twice stricken from that bill, it is to be inserted later in the 1916 
bill—a possibility under present legislative methods. The only significant traffic 
carried by canals to-day appears to be in the form of Government appropriations. 

No detailed attempt will here be made to present many waterways which have been 
criticized on the floor of the House and Senate during the discussion of the two river 
and harbor bills defeated last session. A few questionable projects have been pre¬ 
sented, on which over $275,000,000 has been expended and on which, according to 
present plans, as much more will be spent during the next 10 or 15 years. The minority 
contends that by far the greater part of the money expended has been without benefit 
to commerce or navigation and that proposed future expenditures offer less promise. 
Time-honored waterway joke projects that ever remain the subject of ridicule have 
been practically omitted from this report, because enough has been here offered to 
disclose enormous waste. 


22 


RIVER AND HARBOR APPROPRIATION BILL. 


ALL WATERWAY BILLS ARE ALIKE WASTEFUL. 

No detailed reports of amounts awarded by the committee by the 
pending bill need be offered beyond the bare statement that the 1917 
bill is as bad as its predecessors. This necessarily occurs where engi¬ 
neers’ recommendations and omnibus measures are the sole limit of 
legislative responsibility. Again I quote from Report 254: 

WHERE THE MONEY GOES. 

In order to present the destination of waterway appropriations in concrete form, 
t may be stated that two substitute bills reaching $20,000,000 and $30,000,000 were 
passed during the Sixty-third Congress in lieu of two bills aggregating $92,000,000, 
which were defeated. 

The $50,000,000 was by law turned over to Army engineers for allotment, and out 
of 240 projects given specific amounts the following was awarded to an even dozen 
waterway projects: 

Engineers’ allottment , 1914 and 1915, of $47,586,000, and 1916 bills. 


Rivers. 


Mississippi. 

Missouri. 

Ohio 1 2 . 

Tennessee. 

Cumberland... 

Oui chita. 

Aransas Pass... 
Sabine Pass.... 

Brazos. 

Black Warrior. 

Cape Fear. 

Beaufort Canal. 

Total.... 


1914, twenty 
million. 

1915, thirty 
million. * 

Total, 

Sixty-fourth 

Congress. 

$5,250,000 
950,000 
1, 769,000 
223,000 
210,000 
300,000 
470,000 
240, 000 
230,000 
768,000 
185,000 

15,815,000 
1,100,000 
3,915,000 
501, 000 
378,000 
136, 000 
180,000 
100,000 
240,000 
48, 000 
323,000 
400,000 

$11,065,000 
2,050,000 
5,684,000 
724,000 
588,000 
436,000 
650,000 
340,000 
470,000 
816,000 
508,000 
400,000 

10,595,000 

13,136,000 

23, 731,000 


1916, pro¬ 
posed bill, 
839,608,410. 


$8,320,000 
1,750,000 
5,509,000 
944,000 
710,000 
499,000 
100 , 000 
590,000 
390,000 


218,500 
1 , 000 , 000 


20,030,500 


1 The Ohio River was also given $3,200,000 in the 1915 sundry civil bill. 

Of two hundred and twenty-odd projects given the remaining 50 per cent form the 
1914 and 1915 allotments, about one-half were trafficless rivers, which have a combined 
actual commerce less than the waterway tonnage of Buffalo or Boston or Cleveland 
or Philadelphia, or several other lake and ocean harbors. The 12 rivers that received 
$23,731,000 in 1914 and 1915, or 50 per cent of the total during the Sixty-third Congress, 
are well recognized by the committee in the 1916 bill with an aggregate of $20,030,500 
out of $39,358,410 contained in the bill after deducting $250,000 for surveys. 

The 1916 bill, from which the minority dissents, gives these same 12 river projects 
nearly as much as was allotted for the two years 1914 and 1915. More striking, one- 
half of the entire proposed 1916 appropriation goes to these 12 river projects. Deduct¬ 
ing $20,030,500 above provided and $250,000 for new surveys leaves $19,327,910, 
which is divided among the remaining 270 items. Of these items approximately 170 
are canals, bayous, and rivers, all of which do not handle as much actual commerce 
as two or three harbors that can be named. 

Over $250,000,000 has been spent on the 12 river and canal projects by the Govern¬ 
ment in an effort to resuscitate a lost commerce. Deducting floatable timber and 
sand that floated a half century ago in larger quantities than to-day and do not require 
expensive waterways, several of these projects are reported to have floated in 1913 
approximately as follows: 


Tombigbee and Warrior, 3 av¬ 
erage. 


Tons. 


Tons. 

170,000 

Beaufort Canal. 

. 65,000 

200,000 

Cumberland. 

. 53,000 

2,000, 000 

Missouri. 

. 24,000 

200, 000 

Hennepin Canal. 

.11,850 


Muscle Shoals Canal. 

. 5,887 

56, 000 

, Red River. 

. 1,694 


1 Average upper Mississippi haul less than 50 mi'es, or less than 30,000 tons average continuous haul. 

2 Includes on Tennessee 78,000 tons coal hauled 16 miles. 

3 Includes on Warrior 32,000 tons coal, distance not stated. 








































RIVER AND HARBOR APPROPRIATION BILL. 23 

Aside from soft coal, as near as can be estimated, the average haul was from 30 to 
100 miles on the various rivers. 

During 1914, 1915, and 1916 approximately one-half of the entire amount given to 
all waterways was for these 10 river and canal projects. The balance was divided 
among about 270 or more projects, of which 20 genuine waterways disclosed 1913 
traffic as follows: 


10 ocean harbors. 

Tons. 

10 lake harbors. 

Tons. 

New York (estimated). 

100,000,000 

26,267,335 

20,000,000 

14,781,942 

Super ior-Duluth.. 

46,875,000 

Philadelphia. 

Ohicago-Calumet. 

13,275,000 
8,647,000 
5,623,309 

Boston (estimated). 

Milwaukee. 

Baltimore. 

Ashland. 

Norfolk. 

17,349,942 

Ashtabula. 

15, 743,375 

Savannah. 

3,154,089 
6,442,932 
4,445,088 

Cleveland. 

16,488,083 

New Orleans. 

Buffa’o .. 

18,920,854 

3,340,071 

1,852,229 

Galveston. 

Frie. 

San Francisco. 

9,353,530 
7,923,902 

Marquette. 

Portland, Oreg. 

Soo Canal. 

79,714,344 




Approximately 200,000,000 tons of waterway commerce was handled at the 10 
ocean ports, and, allowing for duplications, one-half that amount at the 10 lake ports. 
Presumably the commerce was carried on the average 200 to 500 miles, counting ocean 
and lake traffic, but like some other waterway statistics no definite figures are available. 

The significance of the comparisons will not be overlooked. Ten ocean ports 
handled fifty times the actual commerce carried on 10 river projects that annually 
receive about half of the average waterway bill, and these same rivers floated only 
about 4 per cent of the commerce counted at 10 lake ports. 

If further authority is desired for the charge of extravagance and 
waste lodged against the present system of recommendations and 
appropriations, attention is invited to a full reading of report 254, 
last referred to. 

The pending bill should be defeated. It is overburdened with 
wasteful appropriations that should be disallowed or materially re¬ 
duced. Legitimate navigation needs must be cared for, but we have 
drifted far from the policy of our legislative ancestors and have 
thrown chart and compass to the winds. Only a reorganization of 
the Government’s waterway policy and a repudiation of present 
methods will afford permanent relief. 

WATERWAY LOBBYS DESIRE OMNIBUS BILLS. 

A waterway “congress” met in Washington this year coincident to 
the reassembling of the National Congress. Permanent quarters are 
occupied by this organization in the city of Washington the year 
round and a publicity bureau is constantly engaged in giving legis¬ 
lative advice to Members of Congress and in starting local pressure 
familiarly known as “backfires” against those who oppose wasteful 
waterway bills. Abundant evidence of its mission and methods was 
placed in the Record during the Sixty-third Congress by both Sena¬ 
tors and Representatives. 

A high official of this administration, who has presided in three 
debates against waterway omnibus bills in another legislative body, 
was called upon to welcome the “congress” this year. Instead of 
perfunctory words of welcome this official frankly criticized present 
legislative methods, urging a coordination of rail and river traffic by 
putting both under the same control; and he further proposed that 
Congress enlarge the powers of the Interstate Commerce Commission 
to cover that added jurisdiction. Surely that judgment is based on 
good grounds. 































24 


RIVER AND HARBOR APPROPRIATION BILL. 


A publication issued by another waterway organization says in a 
recent issue gratuitously placed on the desk of Members within the 
last few days: 

The Chief of Engineers has recommended the immediate acquisition and moderni¬ 
zation of the-Canal. His action is based on the needs of interstate commerce. 

* * * Therefore, write now to your Congressman. Tell him now is the time to 

take on the - Canal (eventually a $20,000,000 project). Tell him the business 

interests of the East have been patient but there is a limit to patience. Tell him that 
from every standpoint there is no project now in the bill that has greater merit than 
this. (Advance knowledge of the bill’s contents apparently was possessed early in 
December, although the bill was not reported for a month thereafter.) Ask him to 
confer with his friends on the River and Harbor Committee and definitely to request 

their support for the-item, when the schedules are made up. Do it now. This 

means every member and friend of this association. It means you. 

PRESSURE URGED ON EVERY PROJECT. 

Similar pressure was exerted last session through several State 
resolutions which demanded the immediate improvement by the 
Government at $18,700,000 expense of the Muscle Shoals 150-foot 
lock-and-dam project for “navigation” and incidental water power 
on the Tennessee River. This project also was recommended by the 
Chief of Engineers who in like manner recommended the lower 
Missouri $20,000,000 project, that incidentally reclaims 500,000 acres 
of private lands. 

A portion of the press which opposed wasteful river and harbor 
legislation is frequently lectured by Members having projects in 
waterway bills. “Giving out sensational statements to all the people 
that because of a ‘pork barrel’ a rivers and harbors bill should not 
pass.” This sentiment expressed before a waterway organization 
was accompanied by a threat that important appropriations for New 
York Harbor would be “cut out” if the publications maintained their 
fight against such bills. 

Fortunately the press of the country as a rule refuses to be muzzled 
by such threats. A simple method of removing the question from 
waterway lobby pressure on the one hand and an aroused public 
protest against waste on the other, will be reached by refusing to pass 
omnibus bills and by giving a responsible administrative body 
jurisdiction to investigate waterway improvements, which have thus 
far cost the Government nearly $900,000,000 without any commen¬ 
surate return for this enormous expenditure. 

LUMP-SUM APPROPRIATIONS. 

An omnibus waterway bill is constructed without any considera¬ 
tion for pressing commercial needs, and is based on other influences 
that would not be proper to discuss in this report. A defeat of the 
pending bill is imperative apart from its self-evident extravagance, 
if we are to attempt a logical businesslike way of handling water¬ 
way improvements. A temporary emergency fund of ten or fifteen 
million dollars ought to be placed in the hands of some responsible 
agency to administer according to the most pressing needs of the 
country as a whole. Bitter pro tests have been registered against 
intrusting such funds to the hands of the Secretary of War, who 
turns the matter over to the Chief of Engineers. 


RIVER AND HARBOR APPROPRIATION BILL. 


25 


ENGINEERS’ DEFENDERS WHO DISTRUST ENGINEERS. 

Those who quote the engineers in defense of individual projects, 
vigorously reject their authority and judgment when called upon to 
spend lump-sum appropriations. After examining the engineer’s 
allotment of a $20,000,000 fund in 1914 and a $30,000,000 fund in 
1915, which gave practically one-half of each fund to a dozen ques¬ 
tionable river projects as is shown elsewhere in this report, no justi¬ 
fication can be offered for those allotments. It is needless to say 
we have been committed to hundreds of wasteful projects, which 
are poor or useless investments. No business man, State, or lesser 
municipality would continue a self-evident waterway failure. It 
remains for our official advisers, who have plunged us into this 
saturnalia of extravangance, blindly and autocratically to demand 
and dispense funds for the support of a hoard of employees all over 
the country maintained at Government expense, irrespective of the 
Government’s actual commercial needs. Providing Col. Townsend 
and Col. Deakyne could prevail upon the Secretary of War to ignore 
the demands of wasteful projects, then some chance for improvement 
would be afforded. The 1914 hill provided that engineers should 
reexamine certain wasteful projects, specifically named, and gave 
authority to reexamine all projects with a view to dropping those 
that were of no value. That authority was not exercised excepting 
in one or two cases with recommendations for abandonment and 
in those cases Congress generally overrode the engineer’s effort to 
abandon projects as they were directed to do by that same Congress. 

Under the present system, or lack of system, it is like jumping out 
of the frying pan into the fire to turn over to Army engineers a fund 
for allotment. In view of their past recommendations and past allot¬ 
ments, however, unless a temporary commission composed of mem¬ 
bers of the Cabinet, the Interstate Commerce Commission, or some 
other emergency proposal can be agreed upon, it is submitted that 
the only alternative is again to leave the matter in the hands of the 
Secretary of War. One more allotment like that of 1914 or 1915 
ought to persuade Congress to abandon the present system of unlim¬ 
ited control by Army engineers, but no projects can be stricken from 
the omnibus bill due to its character, so cutting down the total 
appropriation seems to be the only course to pursue. Waste and 
extravagance can be lessened by reducing the total appropriation, 
but the proportionate waste, judging from past experience, will be 
as large as heretofore. 

AN INVESTIGATING COMMISSION AUTHORIZED BY THE PENDING BILL. 

The pending river and harbor bill carries a proposal for a commis¬ 
sion to be composed of four Cabinet officers and to include the chair¬ 
men of the River and Harbor Committee of the House and the Com¬ 
merce Committee of the Senate, with such other appointees as may 
run the gauntlet of both Houses. This commission is to investigate 
and recommend to Congress some system for coordinating river and 
harbor improvements, flood control, land reclamation, irrigation, etc. 

Briefly, such committee will give little helpful information to 
Congress and for obvious reasons its appointment could only serve 
to give some certificate of character to present appropriation methods 
which are generally acknowledged to be bad and objectionable. 


26 RIVER AND HARBOR APPROPRIATION BILL. 

The political personnel of such a commission speaks for itself. It 
represents the wishes and policy of the administration alone, and, in 
view of four years’ experience with these various measures, would 
give little confidence in its findings. The Secretary of War, under 
the advice of the Chief of Engineers, aided by the chairmen of two 
committees who have supported the present waterway system, may 
he depended upon to offer no new suggestions of value in uprooting 
an objectionable system of river and harbor distribution which they 
have always defended and excused. The flood-control system 
adopted by the House and just starting out with unlimited possi¬ 
bilities for draining the Public Treasury for the benefit of private-land 
interests, would undoubtedly be influenced in that commission by 
the same interests that have developed the new liberal method of 
squandering public funds. 

Without further discussion, it is respectfully submitted that the 
whole proposal promises a blanket scheme of expenditures which in 
amount and character will rival the present objectionable lack of 
system without reaching any businesslike conclusions, because none 
of the members of the Cabinet are able to give personal attention to 
the work, nor are they experienced in any of the lines of investigation 
proposed. Their work would be turned over to subordinates, and 
any report made by such a commission would be based upon the 
opinions of such subordinates and upon data taken from the various 
offices which would add little to the fund of information now possessed 
by Congress. 

The only kind of board or commission that will give needed, well- 
considered plans for the coordination of these activities and place the 
Government on a business basis, would be one selected from high- 
class business men, employed exclusively to study conditions, be 
aided by the services of experts familiar with conditions in other 
countries as well as our own. Such a board may be able to present a 
businesslike budget system or a constructive plan in lieu of the 
present haphazard lack of system. However, the Interstate Com¬ 
merce Commission and the Trades Commission have been able to 
give intelligent consideration of specific lines of work largely because 
the service of such commissions has been confined to a limited field. 
Any board or commission that copes with a comprehensive consider¬ 
ation of the navigation interests of the Government, or of its recla¬ 
mation work, will find its time and energies fully employed. This 
fact is emphasized by the proposed necessary duties provided in 
House bill No. 6821, which provides for an effective waterway board 
having the same relative jurisdiction as that now conferred by Con¬ 
gress on the Interstate Commerce Commission for the regulation of 
railways. 

LEGISLATIVE METHODS. 

While expressing appreciation of the ability and high character of 
colleagues on the committee and of the kindness invariably extended 
by its able chairman, the minority expresses the belief that the 
present system of preparing waterway bills and determining the 
several items of appropriation is inherently open to criticism. During 
last session high authority stated to the House that those who ask 
for assignment on the committee are ordinarily deeply interested in 


RIVER AND HARBOR APPROPRIATION BILL. 


27 


some local project or projects. To the same effect a Member tried to 
circumstantially demonstrate on January 19, last session, that com¬ 
mittee members representing 16 States secured for their States and 
for the Mississippi River approximately 80 per cent of the last bill, 
which reached $34,138,580. 

Whether these claims were true or a mistake is not important, as 
under the present system of legislation Members are reasonably 
expected to be interested in projects scattered throughout the coun¬ 
try, because their colleagues urge many proposed improvements in 
which they are deeply interested. No better evidence of interest can 
be afforded than the presence of strong delegations gathered from both 
ends of the Capitol pressing upon the committee the merits of some 
particular proj ect. Possibly this method leads to waterway efficiency, 
but with countless influences to withstand it is submitted that more 
satisfactory and efficient results ought ordinarily to be secured for 
waterways by transferring duties now performed by a committee, 
however able and high-minded, to a high-class, disinterested board 
similar to those serving in the different European countries. Sitting 
continuously, uninfluenced by personal considerations, thoroughly 
investigating every project, it is submitted such board could better 
determine the merits and needs of different projects that now clamor 
for recognition during every session. 

A REMEDY PROPOSED TO REDUCE WASTE AND INCREASE WATERWAY 

EFFICIENCY. 

The minority represents that the present waterway policy is waste¬ 
ful, extravagant, and without definite purpose. That probably one- 
half of present waterway appropriations are wasted. That engineers 
are largely responsible, while approvals or rejections are repeatedly 
broken down so as to make their action of little or no value as a pro¬ 
tection against waste. That burdens of waterway extravagance due 
to maintenance will rapidly increase under present conditions. That 
no relief is practicable without adopting some comprehensive admin¬ 
istrative scheme based on European methods and efficiency. 

Therefore the minority recommends the adoption of H. R. 6821, a 
bill creating a national waterway commission and providing— 

That a high-class, nonpolitical board be appointed by the President, 
with directions to carefully investigate the present status of Govern¬ 
ment waterways and to provide an intelligent scheme of waterway 
development; 

That said board’s investigation further be directed toward destruc¬ 
tive railway competition and plans be recommended for securing 
railway-minimum tariff legislation, providing it be found practicable 
in promoting waterway commerce; 

That the board be further empowered to construct experimental 
river craft ; 

That the board be given exclusive authority over waterways, with 
power to recommend appropriations therefor to the appropriations 
committee, which latter committee shall include the proposals in 
whole or in part in a budget bill for congressional action. 

For more definite particulars reference is had to bill No. 6821, 
attached hereto. 


28 


RIVER AND HARBOR APPROPRIATION BILL. 


PROPOSED SUBSTITUTE BILL FOR 1916. 

Pending the adoption of such bill or other change in methods, the 
minority recommends a tentative substitute in lieu of the bill reported 
by the majority and that substantially the following be adopted: 

There is hereby appropriated, out of any money in the United States Treasury, for 
the maintenance and improvement of rivers and harbors, $15,000,000, to be expended 
by the Secretary of War as follows: Not to exceed $5,000,000, shall be set apart for the 
maintenance and improvement of the rivers and waterways of the Mississippi Valley; 
and in the expenditure of such fund provision shall first be made for open-channel 
work and the necessities of existing river and inland waterway navigation. Ten 
million dollars and such additional balances as may be available shall be expended 
for the maintenance and improvement of harbors and other remaining waterways of 
the country. In the allotment of such funds, provision shall first be made for mainte¬ 
nance and urgent commercial needs of such harbors and waterways. Not exceeding 
$50,000 shall be used for new surveys, and no allotment other than for necessary main¬ 
tenance shall be made for any project heretofore recommended by Army engineers for 
abandonment or for modified improvement. And the engineers shall present to the 
next Congress at the beginning thereof a complete report of all expenditures, with such 
further recommendations for abandonment of projects or modification as by them 
may be determined for the public good. 

The minority states, in conclusion, that the above amount of 
$15,000,000 is recommended because of the present condition of 
the Treasury, and from a disclosure that of $50,000,000 allotted by 
Army engineers under the two separate bills for two years, passed by 
the Sixty-third Congress, one-half of that amount might have been 
saved without interfering with legitimate needs of any existing 
waterway commerce. 

James A. Frear. 


Exhibit. 

A BILL (H. R. 6821) Creating a national waterway commission. 

Be it enacted, etc., That a commission is hereby created and established, to be known 
as the national waterway commission, hereafter referred to as the commission, which 
shall be composed of five commissioners, who shall be appointed by the President, 
by and with the advice and consent of the Senate. Not more than three of the com¬ 
missioners shall be members of the same political party. The first commissioners 
appointed, shall continue in office for terms of three, four, five, six, and seven years, 
respectively, from the date of the taking effect of this act, the term of each to be desig¬ 
nated by the President, but their successors shall be appointed for terms of seven 
years, except that any person chosen to fill a vacancy shall be appointed only for the 
unexpired term of the commissioner whom he shall succeed. The commission shall 
choose a chairman from its own membership. No commissioner shall engage in any 
other business, vocation, or employment. Any commissioner may be removed by 
the President for inefficiency, neglect of duty, or malfeasance in office. A vacancy 
in the commission shall not impair the right of the remaining commissioners to exer¬ 
cise all the powers of the commission. 

Sec. 2. That each commissioner shall receive an annual salary of $10,000, payable 
in the same manner as the judges of the courts of the United States. The commission 
shall appoint a secretary, who shall receive an annual salary of $5,000, payable in 
like manner. The commission shall have the authority to employ and fix the com¬ 
pensation of civil engineers, clerks, and other employees as it may from time to time 
find necessary for the proper performance of its duties and as may be from time to time 
appropriated by Congress, and in making appointments for continuous service the 
commission, so far as practicable, shall select its employees from the classified service. 

All property of the United States in the hands or under the control of Army engineers 
or other officials or of private individuals or public contractors, including dredges, 
steamboats, barges, yards, and other property used in the improvement of public 
waterways, shall be placed under the jurisdiction and authority of the commission. 

Sec. 3. That the Secretary of War may, if practicable, detail such Army engineers 
as are requested by the commission to assist in organizing and establishing a compre¬ 
hensive system of waterway improvement, providing that such details of engineers 
shall not be made to the detriment of their military duties. 



RIVER AND HARBOR APPROPRIATION BILL. 


29 


Sec. 4. That the commission shall have the authority and it shall be its duty to make 
an inyestigation of all waterway projects now constructed in whole or in part by Fed¬ 
eral aid. The commission shall prepare a complete and succinct statement, by years, 
of the amount heretofore appropriated for each project, the estimated amount required 
to complete such project, a report of the commerce now served and to be served, the 
character of such commerce given by separate items so far as can be furnished, the 
source of information, the interests to be served, the kind of water craft used, and such 
other information as may be useful in determining the public use and value of the 
project. The commission shall also furnish Congress, at the earliest practicable date, 
information concerning all harbors and waterways now improved or being improved 
in whole or in part by Government aid, showing the amount of commerce, character 
of terminals or landings, ownership thereof, and, so far as practicable, ownership of 
regular lines of craft used thereon; and the commission shall also report its recommenda¬ 
tions for the finishing of the projects now being constructed or modification of existing 
plans or abandonment of work on any project, together with findings upon which 
such recommendations are based. 

The commission shall further ascertain and report what projects are now being 
improved for purposes other than navigation, and if for power development, a full 
statement of interests concerned, officers and stockholders, public use to be served, if 
any, private or public contribution toward expense of construction, and the commis¬ 
sion’s recommendations thereon. Said commission shall further ascertain and report 
what projects are now being carried on in whole or in part for land-reclamation pur¬ 
poses, the character of such project, amount of lands to be recovered, estimated value 
of such lands, ownership thereof, and contributions now being made by beneficiaries 
toward such expenditures, together with the commission’s recommendations. 

The commission shall make a full investigation into all work now being performed 
by the Mississippi River Commission, the amount of money heretofore expended on 
such river, character and permanency of work performed, and reclamation interests 
now being served, if there be any, a full statement of contributions by public or private 
interests toward said work, together with a comprehensive and intelligible report of 
the probable cost of the present plans of levee construction or other river improvement 
now being undertaken, the percentage of project completed, and this commission’s 
recommendation thereon. Such Mississippi River report shall be separate and dis¬ 
tinct from reports on other projects now under improvement by the Federal Govern¬ 
ment. 

All of such data and all other available information of a pertinent character affecting 
particular projects or entire waterway improvements now being conducted by the 
Federal Government shall be collected in convenient form and presented to Congress 
in installments at the earliest practicable date. 

When the commission shall have reason to believe at any time that the proposed 
project is not for general use of the public or will not warrant further expenditures, or 
if contributions shall be required to be furnished before further appropriations are 
made or further expenditures authorized, such commission shall immediately report 
to Congress, with a preliminary recommendation thereon, and shall furnish a copy 
thereof to the United States Treasurer. That thereupon, when so recommended, the 
Treasurer shall withhold all funds theretofore appropriated not specifically obligated 
under existing contracts and shall refuse further payments until subsequent and 
specific action shall be had thereon by Congress. 

* Sec. 5. That prior to the presentation of any new waterway project appropriations 
the commission shall cause a careful survey of the proposed improvement, and if it 
shall appear such project is to serve a public use and is feasible, the commission shall 
thereupon collate data showing the estimated cost thereof, commerce to be served, 
water craft to be used, public terminals furnished, and contributions recommended to 
be made by public or private interests, together with such additional data as has here¬ 
tofore been specifically required to be furnished on existing projects. The commission 
shall thereupon transmit to the Committee on Appropriations of the House of Repre¬ 
sentatives a full report concerning such new project or projects, its recommendations 
thereon, and, if requested so to do, all other and further information that may be 
required by the Committee on Appropriations. 

Whenever the commission shall determine that any waterway project is primarily 
for power or land-reclamation purposes or to serve special interests, the commission 
may recommend Government aid for such project, notwithstanding the special inter¬ 
ests to be served, and shall prepare data showing the proportionate amount of Federal 
aid recommended, together with suitable restrictions as to audit and payment of 
funds from the Public Treasury. Such recommendation shall be presented as a 
proposed separate bill to the Committee on Appropriations of the House and shall not 
be embodied in any general waterway appropriation bill by such committee. 


30 


RIVER AND HARBOR APPROPRIATION BILL. 


Sc 


Whenever any new survey shall be proposed for any waterway project, the com¬ 
mission, prior to such survey, may require data to be furnished showing the public 
use and prospective commerce to be served and such other information as may be 
desired, and a brief synopsis of such information shall be furnished to Congress by 
the commission to accompany any recommendations made for new surveys. 

All existing waterways, new projects, and new surveys shall be classified, so far 
as practicable, prior to each regular session of Congress, together with estimates of 
appropriations required for maintenance and improvement for the ensuing two-year 
period, and a brief report as to each project considered shall be separately prepared 
and, with the commission’s recommendation thereon, shall be placed in the hands of 
the Committee on Appropriations of the House at the beginning of each session. 

Whenever the Appropriations Committee so requires, the commission shall furnish 
additional data concerning any project, and shall further aid the Committee on Appro¬ 
priations when requested so to do in the preparation of the regular river and harbor 
bill, which shall be prepared and presented by the Committee on Appropriations of 
the House. 

The commission shall further compile and cause to be published at the earliest prac¬ 
ticable date for the use of Congress an intelligent, concise statement of past waterway 
expenditures by the Government and of amounts needed to complete all continuing 
projects, and shall further give estimates of future obligations to be incurred by new 
projects recommended for construction. The commission shall give preference in its 
recommendations to Congress of appropriations needed to complete the more important 
projects, and, so far as practicable, shall enter upon a program looking toward the early 
completion of such projects. 

The commission shall make a thorough investigation of reasons for loss of river 
traffic and shall make recommendations for the reestablishment of such traffic. It 
shall ascertain and determine the most available craft for river use, and, as soon as 
practicable, shall prepare plans and build experimental craft for such purpose. 

Whenever reason therefor shall appear the commission may fix reasonable freight 
rates on all interstate water-borne traffic by common carrier and upon all siich traffic 
on navigable waters wholly within the State, subject, however, to the jurisdiction 
now conferred by law on the Interstate Commerce Commission to fix maximum joint 
rates between and over rail and water lines. 

The commission shall determine the reasonableness of wharfage or water-terminal 
charges, whether such terminals are owned by private persons or municipalities, and 
all river and harbor improvements, including terminal facilities, shall be under the 
supervision and control of the commission. 

Whenever the commission shall determine that unprofitable railway freight tariffs 
are maintained in any given case in order to prevent waterway competition, it shall 
be the duty of the commission to make a report thereon in duplicate to the Interstate 
Commerce Commission and to Congress, with recommendations that Congress give 
power, if need be, to the Interstate Commerce Commission for fixing minimum 
railway rates. 

The commission shall at the earliest practicable date adopt an intelligent system 
of national waterway improvement and shall perform such other and further duties 
as may present themselves from time to time. 

Whenever it shall be desirable to secure sworn testimony from any witness or wit¬ 
nesses relating to any project or to navigation generally, or whenever the commission 
shall have reason to believe that private interests are secretly or improperly seeking to 
influence the commission or to force the passage of any private or public waterway 
measure through Congress the commission may cause a hearing or summary investi¬ 
gation to be held, and for that purpose may issue summons, subpoenas, or other writs 
in the same manner and* under the same procedure as is more specifically set forth 
in the act to regulate commerce approved February 4, 1887, and the amendments 
thereto, which portions of such act relating to procedure, so far as applicable, are 
made a part of this act, and may bring before such commission all parties believed to 
be informed concerning the facts or interested in the passage of such measure. A 
complete record shall be preserved of the testimony taken at such hearing and a 
certified transcript thereof shall be transmitted immediately to the Committee on 
Appropriations. 

Sec. 6. That all unexpended balances to the credit of any project not specifically 
obligated under existing contracts shall, from the date of the passage of this act, be 
transferred by the Treasurer to the general fund, and all vouchers thereafter paid by 
the Treasurer shall be upon order of the national waterway commission. 

Sec. 7. That the sum of $500,000, or so much thereof as may be necessary, be, and 
the same hereby is, appropriated, out of any money in the Treasury, to carry out the 
provisions of this act. 



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